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OF THE 



INTERNAL IMPROVEMENTS 

7/2. 



ALREADY MADE 



BY PENNSYLVANIA; 



OBSERVATIONS UPON HER PHYSICAL AND FISCAL MEANS FOR THEIR 
EXTENSION; PARTICULARLY AS THEY HAVE REFERENCE TO THE FU- 
TURE GROWTH AND PROSPERITY OF 

PHILADELPHIA. 

ILLUSTRATED BY 

A MAP OF THE STATE OF PENNSYLVANIA: 

SECOND EDITION, REVISED AND ENLARGED. 

BY SAMUEL BRECK, 

ONE OP THE MEMBERS OP THE SENATE OF PENNSVLVANIA, FOR THE DISTRICT 
-COMPOSED OF THE CITY AND COUNTY OF PHILADELPHIA. 



PHILADELPHIA: 
PUBLISHED BY M. THOMAS, 52, CHESNUT STREET, 

AND TO BE HAD AT THE PRINCIPAL BOOKSTORES IN TOWN. 
•T. Maxwell, Piintev. 

1818. 



S»ure» nnkio-wn 






/O-'il'^lZ 



NOTICE. 

This second edition of the small work, with which I ventured 
before the public last July, has been revised and enlarged, and is 
in every respect, I hope, less imperfect than the first; particularly 
as regards the view of the head-waters of our principal rivers, 
Y^hich is now given in one map, instead of three. It is to the 
liberality, kindness and public-spirit of Mr. Mathew Carey, that 
I am indebted for this map. That gentleman not only gave me 
the use of the plate, <but procured me every desirable facility in 
printing the map, and making the necessary alterations and addi- 
tions to the plate: for all which I tender him my sincere thanks. 



OBSERVATIONS 



INTERNAL IMPROVEMENTS OF PENNSYLVANIA, 

AND 

FUTURE GROWTH OF PHILADELPHIA. 



THE OBJECT OF THIS PAMPHLET IS TWO-FOLD: 

First. — To endeavour to vindicate the aspersed reputation of 
Pennsylvania from the general accusation of indifference -with 
regard to her internal improvtments; and^ 

Secondly. — To show the superior situation of Philadelphia^ geo- 
graphically considered^ for the attraction of the great and increa- 
sing trade of the countries bordering on the Susquehanna^ the 
Lakes^ and the Western rivers. 

On the first of these points, there has prevailed a very general 
silence. Thousands could have said, much better than myself, what 
I am desirous to communicate; but no one having stept forth to rec- 
tify the erroneous opinions which exist both abroad and at home 
in relation to the efforts made by the legislature and the people, 
for the advancement of the interior of this commonwealth, I have 
ventured, with great diffidence, to lay before the public, such proofs 
as I possess, in order to contradict these disadvantageous reports. 
W'e listen with patience to the New-England, New-York, and Ma- 
ryland writers, whose praises on their own doings, rise, not un- 
frequently, to the most exalted panegyric. We republish these 
praises, in perfect good nature, notwithstanding they are commonly 
accompanied by side-blows at poor Pennsylva)iiay which those wri- 
ters affect to pity, because it is possessed, as they say, by a govern- 
ment and people supine and sluggish. If ' silence gives consent,' 
we must indeed be the contemptible race hinted at; for in relation 
to these accusations, our editors and writers seem tongue-tied. To 
disprove such discreditable allusions, as far as my humble efforts 
could reach, I obtained a place for a few numbers upon this sub- 
ject, in a respectable newspaper of this city; but finding it suscep- 
tible of considerable development, and supposing that it might be 
made somewhat interesting by condensing it into an unbroken form, 
I have incorporated the substance of these numbers into the mat- 
ter which compose the following sheets. 



My aim is to show that Pennsylvania has not been stationary in 
her improvements; but that, on the contrary, she has achieved 
very much within the last six years; — that she has, with great pub- 
lic spirit granted numerous charters for turnpike roads, bridges, 
canals, &c. the major part of which she has aided with funds to an 
amount exceeding two millions of dollars; — that her public semi- 
naries and primary schools have been patronized by laws and by 
money; — that her agriculture has impi'oved, and her general polity 
been attended to by her Legislature with skill and vigilance; — in a 
word, that this beautiful and wealthy state is second to none, ei- 
ther in liberality for past, or means for future expenditure. 

In the year 1810, William J. Duane, Esq. of Philadelphia, pub- 
lished a pamphlet full of useful information upon the then state of 
the interior of this Commonwealth, with a masterly exhibition of 
its capabilities, if properly exerted. That work cannot be too ex- 
tensively circulated at this momejit^ when the Philadelphia public 
are listening to, and acting in measures, big with the future pros- 
perity of our city. 

The spirit of internal improvem.ent which animated the Legis-- 
lature soon after the appearance of Mr. Duane's pamphlet, may 
fairly be attributed, in great part, to that gentleman's writings. 
That spirit has continued with a zeal proportioned to the funds of 
the State, until the last session; that is to say, with such funds as 
could be commanded without selling her bank stock. Whether 
this stock should be broken in upon or not, I propose to consider 
hereafter. That inertness which Mr. Duane complained of in 
1810, has norv disappeared. It must be owned, however, that there 
was then some cause for such a complaint. But the subsequent ex- 
ertions, liberality, and intelligence of the Legislature, ought to have 
changed those sentiments, which, though applicable to our rulers 
in 1810, have become unjust in 1818. It is the continuation of such 
unfavourable impression, which I regret, and which it shall be my 
endeavour to eradicate. 

If it be asked what the Legislature has done? I answer, that as 
early as the 13th of April, 1791, there was appropriated for ri- 
vers, creeks, and canals, the sum of - - S80,58 7 

For roads, the same day and year, - - 20,200 

On the 10th of April, 1792, for opening various roads, 

improving rivers, creeks, &c, - - 21,306 

On the 11th of April, 1793, for similar objects, 38,221 

8160,314 



Between 1793 and 1808, several annual appropriations were vo- 
ted for public objects, which amount in the aggregate to a large 
sum, of which I shaU make no account, but proceed to the year 1808, 
when an act was passed, authorizing the governor to subscribe three 
thousand four hundred shares to the stock of six or seven turnpike 
companies then incorporated. In April, 1811, another act was pass- 



cd appropriating eight hundred and twenty-five thousand 

the following objects: 

A turnpike road from Harrisburg to Pittsburg, 

Ditto from Northumberland to Waterford, in the county 

of Erie, _ - - 

Downingstown, Ephrata, and Harrisburg road, 
Milford and Owego, ditto, 

Harrisburg bridge over the Susquehanna, 
Northumberland ditto ditto, 
Columbia, ditto ditto, 

M'Call's ferry, ditto ditto 



dollars to 

8350,000 

200,000 
5,000 
20,000 
90,000 
50,000 
90,000 
20,U00 

^825,000 



To M'Call's ferry bridge company, a further sum of nine thou- 
sand dollars was lent upon mortgage; which by an act of last winter 
was converted into a free gift. 

By an act of the same date, the following sums were voted for 
the following purposes: 



For opening a road in Somerset county, 


§1,500 


For other roads ] 


n said county, 


1,000 


For 


ditto i 


n Cambria county. 


500 


For 


ditto 


n Franklin, 


600 


For 


ditto ] 


n Mifflin, 


600 


For 


ditto 


n Northumberland, 


750 


For 


ditto 


n Bedford, 


1,400 


For 


ditto 1 


n Cumberland, 


600 


For 


ditto 


m Wayne, 


1,000 


For 


ditto ] 


n Northampton, 


1,000 


For 


ditto i 


n Dauphin, 


700 


For 


ditto 1 


n Tioga, 


500 


For 


ditto 


in Ontario, 


750 


For 


ditto 


n Erie, 


450 


For 


ditto 


n Crawford, 


600 


For 


ditto J 


n Conewango, 


300 


For 


ditto 


n Venango, 


500 


For 


ditto 


n Butler, 


700 


For 


ditto 


in Allegheny, 


1,000 


For 


ditto 


in Indiana, 


1,400 


For 


ditto 


n Clearfield, 


700 


For 


ditto ] 


n Mercer, 


600 


For 


ditto 


n Beaver, 


500 


For 


ditto 


n Centre, 


680 


For 


ditto 


n Westmoreland, 


1,400 


For 


ditto 


n Adams, 


600 


For 


ditto 


n Greene, 


300 


The Inspectors o 


f the State Prison in Philadelphia re 


ceived 


by 


the same la 


w, a donation for the new jail of 


5,000 




S25,630 



It was about this time the Legislature began to distribute its so- 
lid bounties with very distinguished liberality. Laws had been ob- 
tained many years before for the construction of roads, canals, &c. 
and considerable appropriations were made, as I have shown — but 
now much larger sums were drawn from the treasury in aid of 
these useful objects. The appropriations, as we see, were in this 
single year eight hundred and fifty thousand six hundred and thirty 
dollars 1 

The war with England took place the next year: it abated, but 
did not destroy this good disposition; for notwithstanding the State 
expenses of that war amounted to* nine hundred and eighty-four 
thousand dollars, | for which she makes no claim on the general go- 
vernment, yet the Legislature appropriated in the years which in- 
tervened between 1812 and 1816, for internal improvements, pub- 
lic works, academies, schools, &c. the sum of seven hundred and 
ninety-six thousand three hundred and thirty-five dollars, thus: 
In 1811-12, . . . S222,500-| . ^^^^^ ^j. 

1812—13, . . . 91,100 I *^"°^'^''"' 

1814—15—16, . . . 214,r35j vers, KC. 

For other public works within the same pe- 
riod, including schools, academies, &c. 268,000 

g796,335 



That is to say, in four years, three of which we were in a state 
of warfare, and obliged to contribute largely for public defence in 
men and money, the government of this Commonwealth, so much 
— so shamefully — so unjustly abused for its apathy and disregard 
of the general welfare of its people, voted an average annual sum 
of nearls two hundred thousand dollars for public improvements! — 

In addition to the foregoing, the following specific appropria- 
tions were voted in the session of 1816 — IT; appropriations which 
I give here in detail, to show the wide and liberal view the Legis- 
lature took of the wants of the whole Commonwealth, without sec- 
tional or political partialities. 

* Report of tlie committee of waj's and means, last session, 

f Gratuities to old soldiers, . . 7,200 

iPurchase of arms, &c. in late war, . 57,732 

Amount otherwise expended in the late war, and paid, 919,625 

$984,557 



APPROPRIATIONS MADE BY THE LEGISLATURE AT THE SESSION 

OF 1816—17.* 

TURNPIKE ROADS. 

Greensburg and Pittsburg, per act of 24th March 

1817, 400 shares, at 50 dollars per share, §20,000 

Stoystown and Greensburg, 650 ditto, . 32,000 

Bedford and Stoystown, 500 ditto, . 25,000 

Chambersburg and Bedford, 700 ditto, . 35,000 

Harrisburg and Chambersburg, 300 ditto, . 15,000 127,000 
York and Gettysburg, 150 ditto, at 100 dollars per 

share, .... 15,000 

Pittsburg and Butler, 700 at 50 ditto, . 35,000 

Reading to Hummelston, 300 ditto, . 15,000 

Wilkesbarre and Easton, 300 ditto, . 15,000 

Cayuga and Susquehanna, 300, at 20 dollars, 6,000 

Beilemont and Easton, 200, at 50, . 10,000 

Blue Ball and Binkley's, 50 ditto, . 2,500 

Bndgewater and Wilkesbarre, 200 ditto, . 10,000 

Milford and Owego, 200 at 25 dollars, . 5,000 

Jerseyshore to Condersport, 400 at 50 ditto, 20,000 

Gap and Newport, 200 at 50 ditto, . 10,000 

Huntingdon and Cambria, 600 at ditto, . 20,000 

Beaver to State line, . . . 15,000 

Downingstown and Ephrata, . . 20,000 

Perkionien and Reading, . . 13,000 

Morgan and Churchtown, . , ^,000 216,500 

S343,500 

BRIDGDS. 

Bridge over Buffalo; per act 24th March, 1817, S600 

ditto French Creek, . . 2,000 

ditto Great Conewago, , . 1,500 

ditto Loyalhanna, . . 2,000 6,100 



8349,600 



COMMON ROADS. 



Logan's Narrows to Presque Isle, per act 24th 

March, 1817, . . . §800 

Block house road to State line, ditto, . 2,000 

M illersberg to Mohontongo, ditto, . 700 

Mohontongo to Sunbury, ditto, . . 1,300 

State road through Somerset, Fayette, and 

Green, ditto, . . . 4,000 8,800 



8358,400 



" Report on tlie fiaaiaces of the t ommoQwealUi, by the Auditor General. 



Amount brought over, 

Frankstown to Conewagh, ditto, 

State line Warren county, to Meadville, ditto, 

Easton to Adam Romigs, ditto, 

Blair's Gap to the Western boundary of the 
State, ditto. 

Over White Deer mountain, ditto, 

Indiana to Pittsburg, ditto, 
ditto to ditto, ditto, 

Jonestown to Wilkesbarre, 

Franklin county line to Sidling hill, 

Strasburg to Letter Kenny, ditto, 

Carlisle to Littleton, ditto. 

In Mercer county, ditto. 

Glade road in Somerset to Jones' mill, West- 
moreland, ditto, 

Lewistown, across the Shade and Black Log 
mountains, ditto, 

RIVERS AND CREEKS. 

Delaware river, per act 13th March, 1817, 
Susquehanna river, ditto, 

ditto Ohio for viewing, ditto, 
Allegheny river, by act 24th March, 1817, 



Schuylkill ditto, 
Monongahela ditto, 
Lehigh ditto, 
Conewaugh ditto, 
Conewango creek, 
French ditto, 
Mahoning ditto, 
Red Bank ditto, 
Toby's ditto. 
Big Swatara, ditto, 



ditto, 
ditto, 
ditto, 
ditto, 
ditto, 
ditto, 
ditto, 
ditto, 
ditto, 
ditto, 

MISCELLANEOUS. 



Piers at Chester, Delaware, ditto, 
Wharves at Kittaning, ditto, 

West Chester Academy, ditto, 
Allegheny College, ditto, 

Wellsborough Academy, ditto, 



g358,40G 
1,500 
3,000 
2,000 

3,000 

500 

500 

500 

300 

400 

200 
1,600 
2,000 

1,000 

500 17,000 



10,000 

3,000 

2,000 

1,600 

50,000 

30,000 

30,000 

1,500 

200 

800 

800 

1,000 

200 

300 



131,400 



8,000 
700 
1,000 
2,000 
2,000 



13,700 



§520,500 



The appropriations of the last winter were not so large, yet 
when it is considered that much of those sums formerly voted had 
not been called for; in some measure owing to the private sub- 
scription to the objects which they were intended to aid, not being 
filled to the amount required by law, the sum voted last session is 
generous and respectable. It is as follows: 



For bridges at York and Milton, a free gift, to 

replace those lost by floods last fall 811,000 

Academy at Harrisburg. . . . 1,000 

Penitentiary at Pittsburg, . . . 60,000 

M'Call's ferry bridge, . . . 9,000 

Miscellaneous, . ... 8,000 #89,000 

By an acted passed the 19th of March, 1816, this 

Commonwealth gave to the charity hospital at 

New Orleans the sum of five thousand dollars, 

upon the express condition that it be exclu- 
sively destined to give to the buildings of said 

hospital an extent, which might enable them 

to receive a greater number of sick; and they 

also by the same law appropriated and granted 

to the trustees of the said hospital, for the 

space of ten years, an annuity of five hundred 

dollars a jyear, commencing January the first, 

1816, to be applied by, and under the direction 

of said trustees, solely and exclusively to and 

for the relief of such persons as are employed 

in the trade from Pennsylvania, attacked by 

disease in New-Orleans, provided they are not 

able to defray the expenses of the hospital 

themselves; these I put down at . 10,000 

Some incidental appropriations to the use of the 

Penitentiary and Hospital in Philadelphia — 

made within the last six years, . 20,000 30,000 

8119,000 



These appropriations, the principal part of which has been voted 
since 1811, will stand thus: 

In 1791—2—3, . . 8160,314 

In 1811, for the use of incorporated companies, 825,000 

For private roads, &c. . 25,630 850,630 

During the war with England for like purposes, 796,335 

During the session of 1816 — 17, 521,500 

The appropriations of last winter, including those for 
academies, bridges, &c. and penitentiary, (with Phi- 
ladelphia and New-Orleans hospital, in 1816,) not in- 
cluded in fonner statement, . . 11 9,000 

82,446,779 



Making a grand total, for roads, &c. on the part of the state, of 
two millions, four hundred and forty-six thousand, seven hundred 

• In addition to these, the Legislature has made it a rule to give two thousand 
dollars to each of the counties, in aid of their academies; it may be considered as a 
kind of pledge; and as only about ten counties out of fifty have received that sum, 1 
view the State as willing to grant a like sum to the other forty when called for. 



10 

and seventy-nine dollars, besides paying the ordinary expenses of 
government, supporting a number of revolutionary soldiers, on an 
annual pension of eighteen thousand dollars, and for the last 
three or four years bearing a militia expense of nearly forty thou- 
sand dollars per annum! 

Both Houses of the Legislature were disposed to grant consi- 
derable sums last winter; but unfortunately they differed as to the 
objects to which they were to be applied^ and thus the Senate re- 
jected a bill from the House of Representatives, granting one per 
cent, for six years on sales by auction in Philadelphia, for the use 
of the Schuylkill navigation; a grant which would probably have 
yielded four hundred and eighty thousand dollars: Eighty thou- 
sand being the amount paid in one year to the treasury for a like 
duty: And thus the House of Representatives refused to concur 
in a bill sent from the Senate for the relief of Dickinson college, 
granting to that institution the remission of a debt to the common- 
wealth of five thousand dollars, together with a free gift of three 
thousand, and an annuity for ten years of two thousand. A propor- 
tional aid was likewise voted by the Senate to the two western col- 
leges of Washington and Jefferson. These bills were lost, not from 
an indisposition to patronize public objects; but for want of har- 
mony as to the application of the money. 

Having thus taken a brief view of the disbursements from the 
public treasury, let us next consider what has been performed by 
individuals; — let us see what the enterprize and labours of char- 
tered companies and others, stimulated by those generous grants, 
and under the guidance of wholesome laws, have done and are now 
doing. For this purpose, I shall examine the subject somewhat 
minutely, by dividing it into 

1st — Roads. 

2d — Bridges. 

3d — Rivers and Canals. 

4th — Seminaries and Schools, to which I shall add as a fifth 
item, a view of the finances of the Commonwealth; and — 

6th — A glance at our internal regulations as established accord- 
ing to the policy of the state government. 

TURNPIKE ROADS. 

It must be held in remembrance by the reader, that all Turn- 
pikes made in Pennsylvania, are literally artifcial roads; that is to 
say, composed of broken stones of the hardest substance, taken 
from quarries, oft-times many miles distant, and formed into a so- 
lid pavement of Granite, Flint, Lime-stone, or Marble, suitable 
for heavy transportation wagons, of three to live tons weight, and 
usually drawn by four or six horses. Roads thus constructed are 
of course, very expensive, and cost about six thousand dollars per 
mile. This average I presume to be correct, because the turnpike 
from Philadelphia to Columbia, a distance of seventy-two milts, 
cost more than seven thousand dollars per mile; because the road 
across the Laurel Hill in the Allegheny mountains, cost per mile 



11 

more than ten thousand dollars; and many of the roads in the 
neighbourhood of this city were still more expensive: for mstance, 
the five miles next to Philadelphia, on the Lancaster turnpike, cost 
at the rate of 14,517 dollars a mile; the other twenty miles at the 
rate of 10,490 dollars a mile; and this too without any natural im- 
pediments or large bridges. The Lancaster road, sixty-two miles 
long, cost 465,000 dollars, or 7,500 dollars per mile; yet many 
sections of those running from Harrisburg to Chambcrsburg, and 
in other parts of the state, have been contracted for at four thou- 
sand, and some few even under that sum. The true medium is 
perhaps the one I have assumed. In the course of next summer it 
is expected that the great road, thus firmly constructed, between 
the two cities of Philadelphia and Pittsburg, will be finished. *= 
The distance is three hundred miles, and the cost cannot be less 
than 6,000 dollars a mile from Lancaster, which, including that of 
the great bridge at Columbia, will make the whole expense of this 
magnificent undertaking stand thus: 

Cost of road from Philadelphia to Lancaster, §465,000 

238 miles from Lancaster to Pittsburg, at 6,000 dollars, 1,428,000 
Bridge over the Susquehanna at Columbia, . 230,000 

§2,123,000 

These permanent roads, very many of which are worthy of the 
epithet Roman^ — so solidly formed, and constructed at so much ex- 
pense, must not be confounded with those which have been so has- 
tily and so extensively made in New- England and New- York. — 
In Connecticut, thirty-two companies out of fifty, which had been 
incorporated in the year 1803, constructed 615 miles for 340,000 
dollars, or about 550 dollars per mile. There the nature of the 
soil, and the custom of using light carriages, contribute both to 
the formation and preservation of the roads. Nothing more is re- 
quired to make them, than to level the hills to four degrees, form 
ditches or drains on each side, and raise the centre so as to carry 
off the water; all which is executed rapidly and cheaply — perhaps 
at a less average cost than five hundred dollars a mile. There 
are exceptions in Connecticut, Massachusetts, and in New- York, to 
this cheap way of making their roads; for some near Boston, New- 
Haven, and Albany, cost from 2,800 to 12,500, and even 14,000 
dollars per mile; but the average expense did not, perhaps, exceed 
the sum at which I have placed it. The Pennsylvania roads, on 
the contrary, are made with the hardest stones of the country, and 
so constructed, that, with occasional repairs, they resist the pres- 
sure of her numerous heavy wagons — the frosts of winter, and the 
torrents of summer; and at every stream, are united by stone 
bridges, which cost from five hundred to fifteen thousand dollars. 
These roads, which require nothing but twelve inch wheels to 

* Intelligent travellers assert that fifteen huadted men are now at work npon 
the unfinished sections •£ this road. 

C 



12 

make them perfect, will shortly connect the principal points of the 

Commonwealth, thus: 

From Philadelphia through Lancaster, York, &c. to 

Pittsburg, . . . . 300 miles 

From York Haven to Maryland line, . 24 

From Lancaster to Chambersburg, through Harrisburg, 84 
From Downingstown through Ephrata to Harrisburg, 66 
From Philadelphia to Harrisburg through Reading, 112 

From Reading to Sunbury, . . 66 

From Berwick to Lausanne, on the Lehigh, . 30 

From Philadelphia to Baltimore by Port Deposit, 50 

From Philadelphia to Perkiomen through Norristown, 30 
From Philadelphia to Trenton, including Bustleton, 40 

From Spring-house Tavern, Willow Grove, &c. 20 

Sundry other roads near Berwick, Wilkesbarre, Gettys- 
burg, Easton, Huntingdon, &c. . . . 220 

1042 



Making near one thousand and fifty miles of paved road, with 
no ascent or descent exceeding four degrees, and whicli cost about 
six millions of dollars; towards Avhich the state has paid, or is 
pledged to pay, about one million two hundred thousand dollars. 

The parent of all the turnpikes in America, is that "which leads 
from this city to Lancaster, sixty -two miles long, and which was 
completed in 1794. Since then, only trventy-foiu- years ^^n addition 
of nearly one thousand miles, in part over a mountainous coun- 
try, has been made, or is in progress of completion. The conse- 
quence is, that wagons now transport, even in winter, at the rate of 
twenty-two miles a day, with four horses, a burthen equivalent to 
twenty-eight barrels of flour, instead of fourteen, which formerly 
made a load; and this too without the danger of being mired and 
frozen up for many weeks, as frequently happened in winter, be- 
fore the turnpikes were established. The Transporting Company, 
lately incorporated, will, with their ten mile relays, travel much 
faster. Already the annual wagon-freight between the Ohio and 
this city, is computed at a million of dollars. When the roads are 
completed, the whole amount of transport money, on all the exist- 
ing turnpike roads of this state will probably be double that sum. 
Ten wagons leave Philadelphia for Pittsburg every day, one day 
with another, taking an average freight of 200 dollars, which gives 
730,000 dollars outward, and probably one-third inward. The 
wagoning on the other roads must at least equal this. To show 
the vast movement in the interior of Pennsyvlvania, I copy the 
following account, taken by the keeper of the turnpike-gate on the 
Chesnut ridge, between Chambersburg and Bedford. Jt appears 
that there passed through his gate, during the year ending in 
May last, 7,120 single horses, 350 one horse carriages, 501 two 
horse ditto, 105 three horse ditto, 281 four horse ditto, 2412 five 
horse ditto, 2698 six horse ditto, 38 one horse sleighs and sleds, 
201 two horse ditto ditto; making altogether the number of 38,609 



13 

horses, in the course of the first year that has expired since the 
erection of the gate. 

The Transporting Company, authorised by a law of last session, 
ha\-e a capital of one hundred thousand dollars. They have de- 
spatched four wagons daily (Sundays excepted) since the month 
of May last: two from Philadelphia and two from Pittsburg, and 
are now making preparations to double that number. These wag- 
ons take fresh horses every ten miles, and travel day and night. 
Freight from this city to Pittsburg, previous to their establish- 
ment, varied from S7 50 cts. to glO 50 cts. per hundred weight. It 
has been reduced, by their means, to S6 50 cts. After next sum- 
mer, when the road will be finished the whole way, they will send, 
if necessary, ten carriages daily, at as low a freight as four dollars, 
and perform the journey of 300 miles in 8 days. Many of our 
turnpikes yield the stockholders six per cent.j some have divided 
as high as eight. Too much praise cannot be given to these great 
exertions; they have changed the face of the country. 

BRIDGES. 

It is in bridges that Pennsylvania appears superior to her neigh- 
bours. The Schuylkill exhibits some beautiful specimens of hy- 
draulic architecture. The bridges at Market-street and at Sheri- 
dan's, are noble structures; particularly the former, which offered 
in the construction of the western pier, difficulties the most for- 
midable. Nothing short of great good fortune, combined with 
unremitting industry could have overcome them. The construc- 
tion of the coffer-dam alone for this pier, consumed seven months; 
two of which were employed in incessant pumping, (day and 
night) clearing and combatting casualties and impediments the 
most expensive and embarrassing. The whole masonry of the 
pier is laid upon an irregular rock, (giving little or no support to 
piles,) to the depth of 29 feet below low water mark, and at high 
tide to 41 feet deep, forming a pier of solid masonry, having 
7250 tons on its foundation. 

The stone work was begun on a Christmas day, in a severe 
winter, at the bottom of the deepest channel in the river Schuyl- 
kill, and carried up to near low water mark in 40 days, when the 
work was intermitted to wait the milder weather of the spring. 

Mr. William Weston, son-in-law and pupil to the famous engi- 
neer, Brindley^ and who is so advantageously known in America, 
furnished the plan of the coffer-dam gratis; but not with much 
expectation that it would be useful in so great a depth of water. 
Every thing, however, yielded to the skill and perseverance of the 
president and committee of managers, and upon the completion of 
the pier, Mr. Weston wrote from England a letter, from which 
the following is an extract, addressed to the honourable judge 
Peters, president of the bridge company: 

" Gainsborough^ {in England^) 4th May^ 1803. 
" I most sincerely rejoice at the final success that has crowned 
your persevering efforts, in the erection of the western pier. It 



14 

will afford jou matter of well-founded triumph, when I tell you, 
that you have accomplished an undertaking unrivalled by any thing 
of the kind that Europe can boast of. I have never in the course 
of my experience, or reading, heard of a piei founded in such a 
depth of water, on an irregular rock, affording little or no sup- 
port to the piles. That the work should be expensive — expensive 
beyond your ideas — 1 had no doubt; the amount thereof, with all 
the advantages derived from experience, 1 could not pretend to 
determine; and if known, would only have tended to produce 
hesitation and irresolution in a business, where nothing but the 
most determined, unceasing perseverance, could enable you to 
succeed." 

This beautiful bridge, the middle arch of which is 195 feet 
wide, has 550 feet utider cover^ and 750 feet in abutments and 
wing-walls, and has been aptly called the alpha of American hy- 
draulic architecture; particularly in the example it gave of cover- 
ing the wood-work. It was the first bridge roofed on this side of 
the Atlantick, and perhaps the second specimen in the world, (the' 
bridge at Schaffhausen was the first) of the advantage of securing 
a wooden superstructure from the weather by a shingle roof. 

It is at this time, matter of surprize, that the honourable presi- 
dent, who was the original promoter and so far the founder of that 
enterprize, (then generally considered as almost impracticable,) 
had difficulties to encounter, before he could procure the adop- 
tion ot his plan for covering that bridge. He must have great 
satisfaction now, in the reflection that he was the first to propose 
and furnish a draught of, a cover for a bridge in this country. Ihe 
precedent has been followed undeviatingly, in all subsequent erec- 
tions; and is now as much a matter of course, as are piers, hut- 
ments, or other parts of these meritorious and highly useful fa- 
brics. Those, however, who have projected and built bridges 
since, have never had to overcome so many aqueous difficulties, or 
to encounter and conquer so many prejudices and apprehensions, 
as this new and unexampled undertaking excited. 

Opposite the north-western part of Philadelphia, stands the 
Lancaster Schuylkill bridge, which is not only secured, by an ex- 
cellent roof, against the effects of atmospheric rot^ but likewise 
against those of the dry rot. The method adopted in the latter case 
is worthy of imitation. Mr. Lewis Wernwag, the architect, aware 
that timber purchased promiscuously of strangers, would often be 
found to have been cut at a season, when it was full of sap, and 
that the sap thus confined, will ferment in every situation, whether 
covered or uncovered, and produce the dry rot, unless evapora- 
ted, caused each stick of timber to be sawed through the heart, 
which gave him an opportunity of rejecting many defective pieces, 
that were carious within, although sound without; and his bridge 
was thus constructed of timber, six inches only in breadth, the 
heart ol v\diich being exposed to the air, can never decay by the 
fermentation of its sap. Nothing can be more beautifully com- 



15 

bined than these narrow pieces with bolts and rods of iron; exhi- 
biting a plan admirably well calculated for durability and strength, 
and by which a bridge may be carried on one arch perhaps six 
hundred feet. The bridge now standing consists of a single arc 
of 340 feet, and is a proof that an arch upon the same model may 
with perfect security be made much longer than 200 feet, which 
had been considered by all bridge-builders before this experiment 
was made, as the maximum breadth for safe arches. 

Beautiful and useful as these structures are, they do not equal 
in magnificence — in grandeur of appearance, those gigantic bridges 
which stretch on arches and piers across the Susquehanna. The 
mind contemplates with wonder those fine monuments of the arts, 
conceived and executed with a boldness unparalleled in any 
part of the universe. Yes, in these useful improvements, Penn- 
sylvania eclipses not only her sister states, but even the Eastern 
hemisphere. In order to prove it, I will show the dimensions of 
the principal bridges of the old world, and afterwards compare 
them with those of our own state. 

Nimrod is said to have built a bridge of one arch, over the Eu- 
phrates of six hundred and sixty feet Icng; and we are told of ano- 
ther bridge, now standing in China, seven hundred and fifty feet 
high, with a cord of six hundred feet. But as the first of these is 
involved in the fable of Babylonian history, and the second has 
never been seen by any European writer, the probability is that 
the extent of both has been greatly exaggerated, more especially 
that of the latter, since all Chinese arches, described by sir George 
Staunton and Mr. Ellis appear to be small. In Bootan in Asia, 
there are some curious bridges of rope and chain from one hun- 
dred and fifty to two hundred and twenty feet long; but they are 
merely make-shifts; the one for sliding over precipices in a bask- 
et, as among the Inrd-egg hunters in Scotland, and the other for 
foot passengei's. 

Europe displays, in this art, a greater variety, much more soli- 
dity, and much more beauty than Asia. Some of her most cu- 
rious bridges are in Switzerland. One of these, of wood and 
roofed, stands at Weltingen, and has an arch of two hundred feet 
span; one still larger stood at Schafthausen, built by the same 
architect, Ulrich Grubenman^ and extended on txvo arches, about 
four hundred feet. This bridge was burnt in the late wars by the 
French. The famous marble bridge at Venice — the Rialto, is but 
one hundred feet span. In Russia, Germany, France, Portugal 
and Spain, there are several fine bridges of wood and stone extend- 
ing from two to four thousand feet in length; but none with a 
larger arch than one hundred and seventy fe* t. 

The largest arch in Europe is to be found in England. It is at 
Wearmouth, and is two hundred and thirty- six feet span. Not 
another arch exists in Great Britain so long b} one hundred feet. 

In America we have the following remarkable bridges out of 
Pennsylvania. 



16 

Charles river bridge, near Boston, 1503 feet long, on 75 piers 
West Boston, over the same river, 3480 feet long, on 180 piers 
Lake Cayuga bridge 5280 feet long, on 210 piers; and one of si 
milar construction over the Potomac at Washington. All thesi 
bridges are of timber and uncovered. In New Hampshire an( 
Massachusetts there are several beautiful bridges, one of whicl 
had, till lately, the largest arch in the world: this was over tb 
Piscataqua, and measured 244 feet. This arch, as may be seen 
exceeded the largest European arch by eight feet. 

In Pennsijlvania^ we shall find our bridges universally built upoi 
stone piers, and very generally protected from the weather b] 
handsome roofs. These shingle covers, Avhen renewed every 3( 
or 40 years, give a durabilit)' to the wooden superstructure almos 
equal to those which are constructed wholly of stone. Yet dura 
bility and strength are but a part of their superior attributes 
for they exceed all others in America, by the breadth of arc 
chastity of style, and boldness of execution. 

The chord of the arch of the Lancaster Schuylkill bridge is 34( 
feet — almost 100 feet more than the largest which existed am 
where before it was built; even this has been exceeded by one o 
our own bridges over the Susquehanna, at M'CalFs ferry, the an 
of which extended to 366 feet straight cord. 

These Pennsylvanian bridges have been erected at vast expense 
For instance. 

The bridge at Market Street cost _ . - 275,00( 

That at Columbia, which is a mile and a quarter 

long, and covered - _ _ - _ 230,001 

That at Harrisburg, upon 12 arches of 220 to 240 
feet each, with an excellent cover, the windows of 
which are glazed . . - - - 195,00( 

Bridge at Northumberland, likewise covered - - 98,50( 
Bridge at Sheridan's, near Philadelphia, also cov- 
ered - . . - . 100,00( 
Three over the Delaware, yb«r over the Schuylkill, 
Jive over the Susquehanna, besides those enume- 
rated, and two over the western waters near Pitts- 
burg, estimated at - . ' " 810,00( 

Sl,708,50( 

The total cost of these bridges of the first class, (and those o 

the second are both numerous and expensive,) amounts then t( 

one million, seven hundred and eight thousand and five hundrec 

dollars! 

The state legislature has contributed about four hundred thou 
sand dollars towards these expenses. In the bridges of Columbi; 
and Harrisburg, che state holds stock to the amount of one hun 
dred and eighty thousand dollars. Many of these bridges produa 
six per cent. Those on the Susquehanna, notwithstanding thei; 
great cost, give handsome dividends, and are an evidence of ac 



< 



17 

tive and constant movement through the interior of the state; since 
the Harrisburg bridge take tolls to the amount of fifty dollars a 
day, and the Columbia about forty. 

RIVERS AND CANALS. 

Pennsylvania, when a province, passed many laws to enlarge, 
straighten, and deepen her rivers. Since her independence, she 
has never lost sight of those highly important objects; every 
stream of any size or probable usefulness, has been examined by 
order of government, and reports made upon them to the execu- 
tive. Two companies were incorporated in 1790 and 1791, for 
joining the waters of the Susquehanna with those of the Dela- 
ware, by means of the Swatara and Schuylkill. Very considera- 
ble progress was made in these works, both in Philadelphia and 
Dauphin counties, at an expense of 500,000 dollars. These two 
companies were consolidated into one, in 1811, under the title of 
the Union Canal company, and authorized to raise §340,000 by 
lottery. About §60,000 of this sum have been realized; and the 
managers are now getting the old works resurveyed, with a view 
to proceed in this great business. The law authorizes them to 
extend their canal or water communication to lake Erie. An an- 
nual sum of thirty thousand dollars, which is now the yearly pro- 
duct of the lottery, will soon be at their disposal; for their debts 
are mostly paid off; and as the Schuylkill company has undertaken 
to perfect the navigatioii of that river, the Union Company will 
be able to give their undivided attention, with their whole funds, 
to the junction of the I'ulpahoken and Swatara rivers, by com- 
pleting the canal (of which four miles, with five locks, are already 
made) near Lebanon. 

The state has appropriated §50,000 in addition to former sums, 
in aid of the Schuylkill company; and the house of representa- 
tives showed, as I have already observed, a good disposition to 
contribute four hundred and eighty thousand more, by passing a 
law last session, to raise that sum in six years, by a tax of one per 
I cent on auctions. This law unfortunately failed in the senate by 
'a small majority. But I am rejoiced to be able to state that the 
managers have obtained, from private subscriptions, the whole of 
the sum wanted to complete the navigation of the Schuylkill, from 
its source to its mouth, and secure an up and down passage of 
three feet of water, at all seasons of the year. Three hundred 
thousand dollars were asked of the public, and subscribed in a 
few days. The attention of Philadelphia is at length directed 
towards the inexhaustible sources of its future prosperity. This 
subject I propose to treat at large by and by. 

Laws the most liberal exist for the union of the waters of the 
Chesapeake with the Delaware, coupled with a grant of money, 
upon certain conditions. One canal has been completed many 
years on the western side of the Conewago falls; and another still 
more extensive, and sufficiently large for rafts and arcs, as well as 



18 

boats, :is now digging by an enterprising individual, Mr. Hopkins, 
of Lancaster. Laws likewise exist for improving the Brand) wine 
and Lehigh, by lock navigation. The company in whose favour 
a law was passed last session, for opening the navigation of the 
Lehigh, have given an interest in their charter to several rich in- 
dividuals of Philadelphia, from whom they have obtained a loan 
of fifty thousand dollars. With this sum they have already com- 
pleted one dam, and are occupied with great industry in deepen- 
ing the water at the other difficult passages, in order to open a 
good channel for boats of ten tons from Lausanne (45 miles above 
Easton) to the Delaware, for the transportation of coal and other 
produce to Philadelphia this autumn. The undertakers art char- 
tered by a law of last session, and are bound to carry the improve- 
ments on that river to the foot of the great falls, v/here a turnpike 
road intersects it from the Susquehanna at Wilkesbarre, only about 
seventeen miles from river to river. By a former law, §30,000 
were appropriated by the state for clearing the Lehigh; but the 
present company have relinquished this appropriation. In con- 
nection with the Lehigh, which empties into the Delaware at 
Easton, I may mention that the Legislature of Pennsylvania ap- 
pointed in March 1817, commissionei's to meet others from New 
Jersey, for the purpose of negotiating a removal of all the mill- 
dams on either side of the Delaware, which obstructed the free 
navigation of that river, and that ten thousand dollars were voted, 
to clear away such other impediments as might delay the boats or 
rafts in their passage to Philadelphia. 

Besides the five hundred thousand dollars already spent on the 
canals adjacent to the Schuylkill, two hundred thousand are 
pledged for contracts, which will be finished in November next, 
and three hundred thousand have recently been subscribed. Al- 
ready the following works on this river are nearly perfected: 

*A canal round the great falls, and a dam across the channel of 
the river, by which the water is deepened up to the place where 
the locks are building, near the Flat Rock. 

A crib dam about six hundred feet in length across the river, 
and thirteen or fourteen feet high, a little above the Flat Rock 
bridge, and from this dam, near the eastern shore of the river a 
canal of sufficient width and depth for a descending and ascending- 
navigation, extending two miles down the stream, with communi- 
cations, by means of four locks, with the river below; likewise se- 
veral dams, canals, and locks, in an upper section of the river in 
Schuylkill county, which are to overcome a fall of ninety-seven 
feet in six miles. Air. Lewis Wernwag, who is the contractor for 
these works, has stipulated to complete, by the first of November 
next, an easy and safe lock navigation through that difficult section. 

In August 1816, when the water of the Schuylkill was extreme- 
ly low from the drought of the season, the board of managers, 

* Address of the maaagers of the fcjchuj Ikill oavigatiou company to the stock- 
holders. 



19 

believing it to be of considerable importance to ascertain what 
volume of water this river usually furnished in so dry a season, 
appointed a committee to measure it. They repaired to a place 
called the Narrows, about three miles above the great falls, where 
the whole of the water was running through a confined passage. 
They found this passage, (clear of the bank eddies) to be sixty feet 
wide, and on an average, four feet nine inches deep, with a cur- 
rent running at the rate of 163 feet in a minute; — thus delivering 
46,455 cubic feet of water every minute: and allowing one-tenth 
to be lost by the leakage of the dam, this water, with a head and 
fall of 25 feet, would turn day and night, about one hundred and 
forty overshot mill wheels, grinding wheat, allowing each wheel 
to require five cubic feet in a second. 

The Schuylkill improvements will probably be completed next 
year. Its waters, as a connecting link with those of the Susque- 
hanna, are invaluable to Philadelphia, and will be more particu- 
larly considered hereafter. 

SEMINARIES AND SCHOOLS. 

Pennsylvania has done something for colleges and schools- 
she might have done more. It is much to be regretted that she 
has not been more liberal in the distribution of her riches, even 
among the minor academies; but it would have been particularly 
desirable to see her patronize, xvith special love and care^ one cen- 
tral school — one seminary of genius, in which the promising youth 
of the State could find, at little cost^ professors of all the higher 
branches of science, and procure that aid in perfecting their edu- 
cation, which should send them forth ' the best patterns of their 
species, and give a dignity to that nature of which we all parti- 
cipate.' 

Philadelphia has many of the elements of such a school within 
her ' University;' but many yet are wanting. It is the sovereign 
hand of the State alone that can collect and sustain them all in one 
focus; and give to the great \\hole, or to each constituent part, a 
full and efficient support. May we hope that the day is not dis- 
tant, when she will make it her pride and her duty to accomplish 
this all important task. Meantime the following is an estimate of 
what the colonial, revolutionary and present governments of Penn- 
sylvania have done, by gifts in money and land, for the existing 
seminaries. 

The University of Pennsylvania has derived, principally from 
those sources, its present valuable possessions. It is due, how- 
ever, to the Penn family to mention that they have contributed 
generously towards these funds. 

The University now owns in real estate, ground-rents, bonds, 
and mortgages, a property estimated to be worth two hundred and 
thirty-seven thousand dollars. 
This includes the proceeds of the Per- 

kasie Manor, which has lately been 

D 



20 

sold for about sixty-two thousand dol- 
lars, and comprehends likewise three 
thousand dollars given by the present 
government for a botanical garden. 237,000 

^Dickinson college was incorporated in 
September 1783, and in April 1786 
received a State grant of 500 pounds, 1333 33 
and 10,000 acres of land valued now 
at 3 dollars 30,000 

In October 1788, a lot and buildings in 
the borough of Carlisle were granted 
to the college, which are valued, as I 
understand, at - - - 2,000 

By acts of the 27th March and 29th 
Sept. 1789, the college was entitled to 
one-fifth of the nett proceeds of a lot- 
tery established by law; and by an act 
of the 20th September, 1791, a sum 
of four thousand dollars was appro- 
priated for the immediate relief of the 
college: this sum and the proceeds of 
the lottery, I put at - - 5,000 

In April 1795, a further sum was grant- 
ed to this college of - - 5,000 

In March 1803, a loan was made to it of 6,000 

And in February 1806, a further loan of") 
free interest for five years, J ' 

—53,353 33 

I refer the reader to what I have alrea- 
dy said as to the good disposition of 
the senate last session to grant a large 
additional aid to this college. 

In March 1787, ' Franklin College,' in 
the then borough of Lancaster, was es- 
tablished and endowed with ten thou- 
sand acres of land, which may be va- 
lued at three dollars, - - -30,000 

And in February 1788, this college re- 
ceived a grant of the public store-house 
and two lots of ground in that borough, 
•which could not be worth less than 2,000 



32,000 

Jefferson College has received, - - 5,000 



f327,333 33 

The state appropriated by an act of 1786, sixty thousand acres of 

land for the sole and express purpose of endowing public schools 

* Smith's edition of Laws, vol. 2. 

t L'pwards of fifty iawfs exist, establishing and endowing academies, with one 
and two thousand dollars each. 



21 

in the different counties of the commonwealth, agreeably to the 
first section of the seventh article of the constitution, which is in 
these words: •• The Legislature shall, as soon as conveniently may 
be, provide by law, for the establishment of schools throughout 
the state, in such manner that the poor may be taught gratis.^ 
And in order more completely to fulfil this constitutional injunction, 
a law was passed on the 4th April, 1 809, entitled, 'An Act to 
provide for the education of the poor gratis.' 

This law directs all assessors to return to the county commis- 
sioners of the several counties, the names of certain children whose 
parents are unable to pay for their education, for the purpose of 
being schooled at the expense of the respective counties. Under 
this law, the city and county of Philadelphia paid twenty-two 
thousand two hundred and twenty-nine dollars last year, for the 
education of about three thousand poor children. If then this dis- 
trict, which contains one-eighth of the population of the state, and 
probably one-fourth of the poor, paid S22,229; the whole cost for 
this object throughout the commonwealth, must have been for 
a single year, §88,916. 

N. B. By a law passed last session, it is supposed that the poor 
children of the district composed of the city and county of Phila- 
delphia, will be much better taught on the Lancast-: rian system, 
and at far less cost; and as a beginning, a model school-house is 
now building, calculated to contain one thousand scholars, which 
it is expected will be opened next fall. 

It appears by the foregoing statement, that, the commonwealth 
has granted to colleges and academies, three hundred and twenty- 
seven thousand, three hundred and thirty-three dollars, thirty- 
three cents, while the public have borne an expense, annually, of 
eighty-eight thousand, nine hundred and sixteen dollars, for the 
education of the poor. If to these we add the vast sums paid by 
the rich for the schooling of their children, we shall see that mo- 
ney has by no means been sparingly bestowed in Pennsylvania, 
upon this important object. I know that some states have dedi- 
cated inviolably, very large sums to public instruction, and that 
both New York and Connecticut have distinguished themselves 
by the most liberal appropriations. The latter state enpecially^ 
has devoted to this hallowed purpose the whole sum received for 
her reserved lands in Ohio, amounting now to more than sixteen 
hundred thousand dollars, with which she gives an excellent Eng- 
lish school education to above twenty thousand children annually. 
Here is a noble example for our own and every other state to fol- 
low. Pennsylvania has a good disposition to do it, and will 
shortly, it is to be hoped, not only emulate, but rise superior to 
her neighbours in reverential affection for these sacred institutions.* 

* At ihejirsl anniversary of the I'liiladelphia Sunday and Adult School Union, 
which occurred in June last, a report was made, stating- llie progress and present 
situation of 43 schools, with 536 teachers, and 6970 pujjils, gratuitously instruct- 
ed once a week in this city. 



28 

Before I proceed to offer a view of the finances of the state, let 
me be permitted to exhibit, under one head, the aggregate expen- 
diture both by the pubhc and incorporated companies, which has 
been made, according to my statement, on the roads, bridges, ri- 
vers and schools, &c. It will stand thus: 
By the Legislature, as shown in a for- 
mer page, - - - 2,437,199 
By ditto, for colleges, academies, &c. 327,333 33 

2,764,532 33 

By the counties for public schools, in full operation 

about seven* years, at 88,000 dollars per annum, 616,000 
Turnpike roads by individuals, (exclusive of state 

contributions) _ - _ - 5,000,000 

Bridges by individuals, ditto 1,298,500 

Cash expended by the two canal companies between 

the Susquehanna and Delaware, previous to their 

union, - - -■ 500,000 

Old and new subscription to the 

Schuylkill navigation, exclusive of 

state contribution, - - 4-0,000 

Conewago falls, both sides, - 100,000 

The state contributed to the west 
side 14,000 dollars; the rest 
was paid by individuals. 
fRiver Lehigh, for its completion to 

the great falls, - - 50,000 

Lottery granted to the Union Canal 

company to raise the sum of - 340,000 
Chesapeake Canal and Transporting 

company, _ . . 110,000 

Loans, by the State, to individuals and 

companies; some without interest 

and some at 3 per cent, to aid ma- 
nufacturers, &c. - - - 61,000 



1,611,000 



811,290,032 33 



Making, in round numbers, eleven millions expended on objects 
of public utility in this state, principally within seven years! 

Can it now be said, with justice, that Pennsylvania has done no- 
thing? May I not, indeed, be allowed to ask whether any one state 
in the union has done more? It must be ignorance or slander to 
continue to reproach this Commonwealth with inertness and lan- 

* 'i lie Jaw was passed in 1809; but |iobablj uia not operate extensively for 
two years. 

f This is only for a downward navigation from the Great falls to Lausanne. 
Should the State require a lock navigation, it must be made, and the cost will of 
course be very much augmented. 



23 

guour. Her spirited exertions are deserving, on the contrary, of 
every praise j and there is the best founded hope that she will, by 
an extension of her public bounties and private contributions, con- 
tinue to merit tiiat praise. Pennsylvania stationary in her improve- 
ments! Let those who knew the interior of this state ten years 
ago, examine it now, and see whether she has been neglectful of 
her advancement? whether she has been left by her sister states at 
so disgraceful a distance? or whether she is not, in solid and du- 
rable works, equal to any of them? Her expenditures have ave- 
raged, principally, during seven years, including colleges, &c. by 
the foregoing statement: 

For disbursements on the part of the Commonwealth, the sum 
of 488,000 dollars per annum; on the part of individuals, the sum 
of 1,117,000 dollars; making a yearly appropriation of one million 
six hundred and five thousand dollars; and if the war expenditure 
be added, which in all probability would have been thus applied, 
had we been at peace, — a war expenditure, as I have stated, of 
983,000 dollars, we should have appropriated, per annum, about 
one million seven hundred thousand dollars, for seven years con- 
secutively; which would have furnished as much money for gene- 
ral improvement throughout the state, as it would have been pru- 
dent or practicable to have expended, without interfering with the 
accustomed and settled prices of labour, 

FINANCES.* 

The funds of the state consist of 

1. Lands unsold^ the property of the state. 

2. Principal, interest, and fees due on lands sold. 

3. Bank and other stock. 

4. Loans to individuals and companies. 

5. Debts due on balances settled. 

ESTIMATE. 

Lands unsold, estimated worth . . S100,000 

f Principal, interest, and fees due on lands sold, . 1,600,000 

Lots and lands reserved for public uses, . 100,000 
Liens on lands in the seventeen townships of Luzerne 

county, under the act of 4th April, 1 799, . 50,000 

1,850,000 
BANK AND OTHER STOCK. 

Bank of Pennsylvania, first cost, g 1,500,000 

Bank of Philadelphia, - 523,300 

82,023,300 

* See report of the committee of ways and means to the Legislature last winter. 

+ Mr. W. J. Duane estimates this debt, according- to the number of tracts of 
land (52,782) which remained to be paid for in tlie year 1809, at $3,798,389. The 
estimate which I have taken from the committee of ways and means, is the very- 
lowest: this item might with great safety be put at two millions of dollars. 



24 

Amount brought over, - - - gl, 850,000 

Amount brought over, - - 2,023,300 

Farmeis and Mechanics, - 85,400 

Stock in roads, (paid to December, 1817,) 404,065 
Stock in bridge, and stock in navigation, ditto, 285,000 ^ 
Premium which could be now obtained on 

bank stock, - - - 770,000 

g3,567,765 
Loans to individuals and companies, 61,295 

Debts due on balances settled in the auditor 

general's office, - - - 256,599 3,885,659 

5,735,659 



The revenue of the state may be estimated thus:* 

1. Auction duties, - - §78,926 13 

2. Dividends on bank and other stock, - 200,571 00 

3. Lands and fees on lands, - 120,000 00 
N. B. This item is carried out in the auditor's re- 
port S62,66l 70; which is the sum received by 

him in 1 8 1 7; but as much larger payments are made 
some years, and as the debt due to the state on 
that head is at least two millions, I have taken 
the interest of that sum as a fair item of revenue; 
for if the whole should not be paid into the trea- 
surey annually, the deficiency -will be carried to 
the credit of the Commonwealth, as an increase 
of its capital. 

4. Tax on banks, 

5. Tavern licenses, &c. 

6. Miscellaneous, 

7. Tax on certain offices, 

8. Court fines, 

9. Fees of the office of the secretary of the Common- 
wealth, 



The expenses of government are:| 

1. Legislative department, 

2. Executive ditto, 

3. Judiciary ditto, 

4. Treasury ditto, 

5. Auditor General's department. 



- 


29,535 23 


. 


25,692 38 


- 


1,450 00 


- 


8,716 67 


- 


2,019 45 


Common- 




- 


968 45 


S467,779 31 


§83,969 10 




11,911 03 




52,747 10 




5,448 49 




4,025 13 




158,100 85 





* Auditor General's Report on the finances for 1817. 

f I will mention here, that Pennsylvania, from her foundation, has ever main- 
tained the highest credit in money matters. During the colonial government, she 
often issued paper money, and it ever passed at par: her credit is now unbound- 
ed: she has always been jealous of it, and will never run the least hazard of putting 
it in jeopardy. 



25 

Amount of revenue brought up, - 8467,779 31 

Amount of expenses brought over, 158,100 85 

6. Secretary Land ditto, - 5,954 12 

7. Surveyor General's ditto, - 5,955 78 

8. Contingent expenses, general purposes, 4,090 44 

9. Conveying convicts, - 8,993 91 

10. Miscellaneous expenses, - 46,308 23 

11. Militia expenses, - 10,000 00 
N. B. This item has heretofore been as 

high as 834,240 61; but by a law 
passed the last session, it will be re- 
duced probably to less than J have put 
it at. 

12. Pennsylvania claimants, 21,837 9 

13. Pension to old soldiers, - 18,696 46 



279,956 88 



Si 87,8 12 43 

By the foregoing statement, it appears that Pennsylvania pos- 
sesses a clear estate oijive viillionfi^ seven hundred and thirty-Jive 
thousand six hundred and fifty-nine dollars^ and an excess of re- 
venue over and above the generous supply of all her regular ex- 
penses, of more than one hundred mid eighty-seven thousand dol- 
lars! She owes nothing, except the unpaid balance of the appro- 
priations for internal improvement, which is in course of pay- 
ment; she lays no taxes upon real estate, or upon any thing except 
the few trifles enumerated; and these are imposed on the Banks 
171 lieu of a bonus, and on the taverns, as a municipal regulation 
and salutary restraint upon the abuse of unlicensed publicans. 
The people of this Commonwealth must, at all times, be highly 
gratified to see their treasury so rich; but peculiarly so at a mo- 
ment when circumstances call aloud for generous appropriations, 
in order to convert to immediate use, the vast geographical advan- 
tages which Nature has so bountifully bestowed upon us. When 
we associate the labours of our rulers with the skill of patriotic 
companies, liberally incorporated, and sustain their enterprize and 
exertions by the powerful resources of the state, every physical 
property will soon unfold itself, and be brought into early opera- 
tion. Let Pennsylvania put forth her full energy; let her go to 
work with entire zeal, and no jealous neighbour will long presume 
to boast of superior progress; — a vaunting, which is not at the pre- 
sent moment founded on fact, but for which there would not then 
be the smallest pretence. 

A considerable part of the funds of the state, as may be seen, is 
invested in bank stock; a stock, which produced last year more 
than two-thirds of the whole of the expenses of government. The 
members of the Legislature, for several years past, seeing this sum 
so advantageously invested, and so certain (as they supposed) of 
its continuing to yield future dividends of eight and ten per cent. 



26 

have pretty generally evinced a partiality for it. I think this par- 
tiality short-sighted. The stock, it is true, has done well hereto- 
fore; but our banks are numerous, and surrounded by rivals; some 
of them of gigantic stature, and they may soon be compelled to 
reduce these dividends to a less sum than six per cent. But as the 
revenue of the state amounts to more than its expenses, a certain 
amount of this bank stock might be sold at its present market price 
(forty per cent, advance for the major part) without lessening the 
current premium; and thus form a fund in aid of internal improve- 
ment, highly advantageous to the state. 

Any appropriation of that part of this stock thus sold, for the 
benefit of canals and rivers, or even roads, would be extremely ser- 
viceable: in the former more especially; where, if for years it 
should not bring a full interest, it would tend to unfetter the 
geographical difficulties of our rivers, and mingle the waters of one 
distant stream with those of another, to the vast profit of the coun- 
tries by which they are washed; and to the durable, and even early, 
advantage of the funds thus laid out. The day is fast approach- 
ing, I fondly hope, when this doctrine will experimentally explain 
itself, and when we shall see our rulers, neither squeamish about 
placing their money in such stock, though only proapectively bene- 
ficial, nor even backward in taxings if expedient, the people of the 
Commonwealth, to Tpxocuxt funds for so profitable an investment. 

INTERNAL REGULATIONS. 

The view I am taking of Pennsylvania in this little work, is 
cursory and superficial. An exposition of its political economy, 
would be much beyond my strength. All that I shall presume to 
do, will be to examine a few additional subjects, in the same im- 
perfect manner I have done the preceding. What I write is a 
mere sketch. The full development of these topics must be left to 
an abler pen. 

One step of primary importance towards understanding the si- 
tuation of the state, has already been taken. A general survey, 
under a late law, has been made of each county, and separate 
county draughts, executed for the most part with great topogra- 
phical elegance and accuracy, are to be seen now at the Surveyor 
General's office. A collection of these into one volume, if publish- 
ed with care, would form a complete, detailed, and desirable atlas 
of Pennsylvania. When surveyors were appointed to execute this 
work, the Secretary of the Commonwealth wrote to each one, a 
circular letter, under date May 19, 1817, requiring information in 
relation to such alterations or additions as had taken place in each 
county; likewise such geographical information generally with 
respect to the rivers, towns, and mountains, as the surveyor might 
be able to obtain. 

These injunctions have been fulfilled, with more or less ability, 
according to the talents of the respective surveyors. In relation 
to the counties of Luzerne, Susquehanna, Northampton, and Le- 



ay 

high, these requisitions have been satisfactorily obeyed. Mr. Isaac 
Chapman in a manuscript \vork, of which I have a copy, has no- 
ted with several statistical particulars, the towns and villages of 
that district, as well as the names and elevations of the mountains; 
character and description of the rivers and creeks, accompanied 
with hints of the future usefulness of these waters for internal na- 
vigation. This is a creditable report as far as it goes. But it is to 
be regretted that the law did not enjoin upon the governor to se- 
lect men for this duty, who were capable of adding to their sur- 
veys a more circumstantial report. ^Vhat a fine opportunity of- 
fered, in forming this grand ichnographic view of the state, for 
obtaining a full and official return, not only of the face of the 
countr\', but of the quality of its soil and agriculture, the nature of 
its forests, plants, zoology, Indian antiquities, with historical no- 
tices of the expelled tribes — Mineralogy, mineral waters, natural 
curiosities, manufactures, state of society, German and Englisli 
education, which counties increase by new comers, and which are 
neglected by emigrants, turnpike roads, bridges, banks, &c. with 
many other important particulars, and, above all, a verv careful no- 
tice of every navigable stream, with the minutest details of its ca- 
pabilities for those grand and never to be forgotten purposes of 
inland water commerce. Such labours as these would have been of 
lasting use, and men abound in the st^te, with every capacity ne- 
cessary for their accomplishment. Reports thus constructed, would 
have formed a body of geographic, statistic, and scientific informa- 
tion, which, superadded to the topographic surveys already execu- 
ted, must have been a treasure to the political economist and 
statesman. But in the absence of these more elaborate reports, let 
us rejoice at the possession of those which the law of 1816-17 has 
procured us, and which are both creditable and advantageous to 
the Commonwealthi, 

For the protection of morals, promotion of virtue, and the ad- 
vancement of the well-being of its inhabitants, Pennsylvania has 
enacted laws both numerous and efficient. For the punishment of 
vice, without unnecessary cruelty, or an indecent exhibition of the 
culprit, her code is ample and salutary. She is now engaged in 
perfecting a system of penitentiary punishment, which she origi- 
nated, and which she has had the satisfaction to see adopted in 
both hemispheres. By a law of the last session, sixty thousand dol- 
lars were voted for the construction of a prison at Pittsburg, en- 
tirely upon the plan of solitary confinement. Each prisoner will 
have a cell, 8 feet by 11, with a fire-place, door, window, &c. and 
in front a small yard of the same dimensions. The building is to 
be in the form of a circular castellated fortress, Avith a penopticon 
or look-out tower in the middle, from which will diverge eight 
walls, so as to divide the grand centre into eight compartments, 
which are again sub-divicled into twenty-five cells, and so con- 
structed as to prevent, in case of rebellion, more than twenty- five 
convicts combining or uniting at one time for the purpose of es- 

E 



28 

caping. It is to the ingenuity of Mr. Strickland, the architect, that 
we are indebted for the draught of this building, which was exe- 
cuted under the inspection, and by direction of Thomas Bradford, 
jun. Esq. whose disinterested zeal and useful labours on this oc- 
casion, do him great honour. That gentleman, as well as all those 
who have observed the effects of solitude on the mind and on the 
behaviour of the convict, is intimately convinced of its never fail- 
ing effect in subduing, after a short seclusion from the society of 
man, the most impetuous temper. What then may we expect after 
an absence of two or three years from that society? It is supposed 
that the worst dispositions will be tamed, and the basest habits 
corrected. The experiment is worth trying. At present, eighteen 
or twenty miscreants are crowded together, in one bed-room, 
where, by a constant recurrence to the events of their past lives, 
the vilest are confirmed in their wickedness, and the less harden- 
ed become incorrigible. A separation is essential to the health of 
their bodies and their minds; for solitude, with proper superinten- 
dance, will give corporeal cleanliness; solitude with time, will 
frighten the criminal from sin! This law provides likewise for the 
sale of the Philadelphia penitentiary, and gives authority to build 
another upon the foregoing principle. 

Pennsylvania possesses several valuable arsenals, well stocked 
with munitions of war.* Its inspection laws yields to none, and 
have given to the flour, whiskey, butter, beef, and other objects of 
exportation, a credit and character abroad, which, under legisla- 
tive regulations, have become highly useful to the commerce of 
Philadelphia; and her election laws will gain by a comparison with 
those of any state in the union. Indeed they do not seem suscepti- 
ble of improvement; for whether the rights of the citizen, the ex- 
pedition and facility of voting, correctness, and impartiality of 
scrutiny and checks against imposition, be considered, they seem 
to possess provisions as ample as efficacious. In one and the same 
day, from one appointed hour to another, the suffrage of every vo- 
ter who chooses to attend the polls, is received throughout the 
state, the judges and inspectors prepare their official return, and 
the votes are all boxed up and sealed, to be ready for examination 
in case a scrutiny should be asked. This mode is little suscep- 
tible of abuse, and it is well calculated to avoid the uproar and vi- 
olence of mobs. The consequence is, that Pennsylvanian elections 
are usually conducted with little noise and no bloodshed. In 
short, in a way no less x*emarkable for its calmness than for its 
fairness. Some of our neighbouring states might be benefitted by 
an adoption of these rational and well-tried election laws. 

The philanthropy too of the government has been often exer- 
cised in revising the poor laws; contributing to hospitals, at home 
and elsewhere, and by granting relief to districts, assailed by inci- 

* The state arsenal at Philadelphia is said to contain half a million of dollars 
worth of property. 



dental calamities. Thus it was she gave ten thousand dollars to 
Philadelphia after one of her yellow fevers; thus it was she sent 
fifteen thousand dollars to Savannah, to sooth the misfortunes of a 
general conflagration; and thus it is, as I have already mentioned, 
she has bestowed lately large donations on two of our own suffer- 
ing counties, and on the hospital of New Orleans. 

Good turnpike roads abound, as I have shown; but if the travel- 
ler has occasion to use the other roads of the state, he will find 
that the laws provide for their reparation, for the erection of mile 
stones, and direction posts: laws which are in general very credit- 
ably executed. 

One agricultural society has been incorporated, and many others, 
if necessary, could easily obtain the privileges of a charter. Nor 
is the Legislature indisposed to give more solid proofs of her 
bounty. At the end of the last session, a petition was presented 
by the agricultural society of Philadelphia, asking for a grant of 
money to purchase a pattern farm of one hundred acres. It came 
too late to be acted upon; but having been very favourably received, 
it was referred to the early attention of the next Legislature. 
The following resolution and remarks from the committee, which 
I extract from their report, will show the general sentiment of the 
house. 

* " The committee are of opinion, that the improvement in 
agriculture is well entitled to the patronage of the Legislature. 
This state is an agricultural one, and its sources of wealth and 
prosperity are to be found in the tillers of the soil. Not only do 
we find there those sources, but in the life and habits of the hus- 
bandman are we to look for exemplary morals, which constitute 
the safeguard of republican institutions. Commerce and manufac- 
tures derive their aliment from the earth, and in order that they 
may be encouraged and thrive, the cultivation of the soil requires 
especial care and regard. 

" The plan proposed by the agricultural society may be eminently 
useful to the advancement of husbandry, and claims the patronage 
of a legislature, representing an agricultural people. 

" This patronage may have a tendency to raise the cultivator of 
the soil to his just rank in the community, and instead of our 
youth resorting to the learned professions for honour, advance- 
ment, and reward, by a just and liberal encouragement to agricul- 
ture, their minds may be directed to this source of enjoyment, of 
independence, of tranquillity and of wealth. 

" Considering then the importance of the subject, and that the 
legislature cannot better dispose of its funds than by encoux'aging 
agricultural improvements, and enlarging the sphere of humaa 
knowledge, the committee submit the following resolution: 

" Resolved, that dollars be appropriated for the pur- 

chase of a farm and agricultural implements, to be placed under 

* Journal of the House of Kepresentative fcr IJJ17 8. pag-e G37. 



30 

the management and direction of the Agricuhural Society of Phi- 
hidelphia. 

"■ And on motion, 

" Said report was read a second time, and tlic resolution there- 
to attached, was considered and adopted." 

There is strong reason to hope, that next year money will be 
provided by the state for this highly useful object, and a farm 
purchased, where experiments in agriculture may be made pub- 
licly, for the public good; " for facts, which are merely told, pro- 
duce a cold impression, compared wnth those which are presented 
to the eye." 

Unincorporated agricultural societies are becoming numei-ous 
in this and other states, very much to the profit of the community; 
and while 1 am upon this subject, I cannot deny myself the plea- 
sure of pa)ing to the Hon. Richard Peters, that tribute of praise, 
which his example, his writings, and unwearied labours, so justly 
entitle him to. Founder of the Blockley and IMerriiMi Society, of 
which he has been thirty years president, and at the head of the 
Philadelphia agricultural society, this very excellent rural econo- 
mist, has, by his zeal, intelligence, and address, spread throughout 
America every new discovery in the art of tillage. The four 
volumes of the Philadelphia society, compiled and composed in a 
great proportion by himself; his communications in the dailv pa- 
pers, and correspondence with the British societies, have awaken- 
ed a curiosity, and created an avidity for books, upon this inter- 
esting subject, which have led to the formation of libraries in the 
interior, that cannot fail to dissipate prejudice, correct bad habits, 
and introduce new and approved systems, to the incalculable ad- 
vantage of the immediate neighbourhood in which they are es- 
tablished, and of the nation at large. Indeed, those benefits have 
been already extensively felt. The cultivation of artificial grasses, 
scarcely known in Pennsylvania thirty years ago, aided by that 
powerful stimulus gypsum, which Judge Peters first brought into 
notice here, has trebled the value of our farms, and added greatly 
to the general stock of wealth. If he who makes two spears of 
grass grow, where only one grew before, is deserving of praise, 
how much do we owe to the man who has taught us to cover our 
fields wdth luxuriant clover, instead of the pestilential weeds which 
occupied them in our former fallows. The Hon. Judge Peterg 
has done this, both by precept and by practice. 

A petition from the Philosophical society, asking for a grant of 
a few thousand dollars, met with the most cordial reception in the 
senate, and nothing but the hurry of business, at the late period of 
its arrival, prevented its being acted upon. It was referred to the 
early and favourable notice of the next legislature. 

Some of my constituents suppose, with great injustice, I think, 
that there is a disinclination in the western section of the state to 
serve the eastern. During the four months which I sat in the 
senate, i saw no signs of such a disposition — no bad temper upon 



the subject — nothing in the least hostile to Philadelphia. On the 
contrarv, one transmontane gentleman, alike distinguished for his 
influence and intelligence, and who resides at the extreme west of 
the state, gave with much patience, his time and his talents in aid 
and support of the Lehigh bill; which is to all intent and pur- 
poses an Eastern bill; and by the success or defeat of which he 
could not have been affected in the most remote manner; since its 
object is to enable Messrs. White and Co. to open the navigation 
of that branch of the Delaware up to the coal mines, in order to 
sui)ply Philadelphia with fossil-fuel; and the gentleman to whom 
I allude, represents the counties of Butler and Beaver, beyond the 
Alleghany mountains- No jealousy, no ill will was shown to- 
wards this city; nor was there the slightest difficulty to obtain any 
local laws, even for the exclusive advantage of our district, when- 
ever its representatives M'ere unanimously disposed to support such 
a lav/. If they differed among themselves, the gentlemen from 
the west and elsewhere, exercised their judgments, as they were 
bound to do, and sided with vv^hich ever of our own members they 
thought right. 

The happiness I feel in testifying to the good disposition which 
so generally prevails, to labour assiduously for the perfection of 
the internal polity of the commonwealth, is mingled with one re- 
gret, and that is an attempt^ howbeit, heretofore futile, to disturb 
the titles of our large land-holders. Unjust and impolitic projects, 
are frequently offered for the consideration of the legislature, that 
tend to weaken the security M'hich the laws should in every event 
vouchsafe to the land-holder. They protract the settlement of 
the state; they spread unfavourable reports of our polity and of 
our justice; they taint that reputation, for the protection of pro- 
perty, (even when not enacted into laws) which we should be 
anxious to preserve pure and sound, and ever sustain as the " sheet 
anchor" of the social compact. 

New York, in this respect, is more fortunate. In that state no 
uneasiness ever exists respecting land titles; and she leels the 
benefit of it. Her laws upon that delicate subject, are immutable. 

In Pennsylvania these projectors have never yet risen to a ma- 
jority; and I heartily pray for the honour of the state that they 
never may; — never, I hope, shall we witness the prostration of that 
sacred barrier which protects property, a protection which it is the 
boast of every American constitution to extend to us, even to our 
uttermost farthing, whether it consists of money or of acres; 
whether it be invested in the marble walls of a palace, or in the 
wild abode of the buffalo and bear. 

I shall here close my observations upon what the state has al- 
ready done. Brief as my notices have been, I hope enough has 
been said to disprove the assertions so often and so injuriously 
made, that we are idle, indifferent, stationary. May I hope, too, 
that I have exhibited a sketch credital)lc to Pennsylvania. Her 
past exertions are but an earnest, I trust, of her desire to extend 



32 

them. She has the means in her strong-box, and God in his kind- 
ness has opened to her a capacious field. Animated by the same 
spirit, and possessed of increased resources, she will continue, no 
doubt, to scatter from her fruitful hand, such benefits on her peo- 
ple, as a parental and impartial policy requires. 

Before I proceed to the second point I proposed to discuss, 
namely, " to show the superior situation of Philadelphia, geogra- 
phically considered, for the attraction of the great and increasing 
trade of the countries bordering on the Susquehanna, the Lakes, 
and the Western rivers," it may be proper, perhaps, to lay before 
the reader, a brief account of the great use made of canals and im- 
proved river-navigation in other parts of the world; especially as 
it will be my endeavour to prove that the future prosperity of Phi- 
ladelphia and the state, depend upon a proper attention being giv- 
en to those important objects. 

Inland navigation in all civilized countries, has been from time 
immemorial a principal source of national wealth. No great em- 
pire can advantageously interchange its manufactures and produce 
without it; and without such an interchange, it cannot become 
rich. By inland navigation the price of carriage is greatly reduced, 
and every article, either of luxury or of first necessity, is conveyed 
to market in much greater abundance, and at much less cost. Dis- 
tricts but thinly inhabited soon become populous, because it brings 
a market to every man's door, and those treasures in soil, wood, 
and minerals, which lay useless before, are brought into activity 
by its means. Every thing of worth receives its proper develop- 
ment; one section of the country forms an intimate commercial 
connexion with the other, habits are assimilated, political opinions 
harmonized, local prejudices dissipated, and one national feeling is 
made to pervade every part of the empire. 

While war assails the commerce of the ocean, every thing moves 
in the interior with perfect security. Indeed, on those occasions, 
internal trade becomes still more active, and compensates in a 
-great degree for the loss of foreign traffic. Thus it is that China 
subsists her vast population without extrinsic aid; and thus it was 
that France supported, in a good measure, the burthens of the last 
long war. England too, although assisted by an extensive foreign 
trade, must have sunk under the weight of her enormous taxes, if 
her long line of canals, which have been made to penetrate every 
part of the kingdom, at an expense of thirty millions sterling, had 
not given the greatest facilities to the vast commercial operations 
of that ingenious and industrious people. Neither of these coun- 
tries, nor any one in the eastern hemisphere, offers any natural ad- 
vantages to compare with our own, for inland navigation; and if 
inland navigation has done so much elsewhere, where nature has 
been avaricious of her favours; how much may we expect from our 
exertions in Pennsylvania, where she has so lavishly distributed 
tlicm? 



33 

* All canals may be considered as so many roads of a certain 
kind, on which one horse will draw as much as thirty horses do on 
the ordinary turnpike roads, or on which one man alone will trans- 
port as many goods as three men and eighteen horses usually do 
on common roads. This is meant only to apply to slack water na- 
vigation; on rivers, transportation cannot be so unequal, although 
the difference is very great. This advantage over roads is strong- 
ly illustrated in districts whei^e there are saw-mills without good 
roads. There, it will be found, that the work of a single horse, par- 
ticularly in a mountainous country, will enhance the price of boards 
in a distance of twelve miles, beyond that of a water transportation 
of twelve hundred. 

In this country, where land is so abundant, the waste of it by 
canals cannot be a serious inconvenience; yet, as it may alarm 
some people who are unacquainted with the small space occupied 
by these artificial rivers, I will inform them, that one mile of the 
duke of Bridgewater's navigation takes up only one qcre and an 
^a//' of land, j 

In the brief view I propose to take of countries, which have been 
conspicuously improved by canal and river navigation, I shall be- 
gin with 

CHINA. 

\ That great empire has scarcely a town, or even a village, 
which has not the advantage either of an arm of the sea, a naviga- 
ble river, or a canal; by which means navigation is rendered so 
common, that in some districts there are almost as many people 
live on the water as the land. 

The great canal of that country is one of the wonders of art. It 
runs from north to south, the whole length of the empire, taking 
advantage of the great and small rivers, wherever they can be 
used, and extends 1800 miles, exclusive of its branches. It has /^ 
often been travellecL from Canton to Pekin, which is 825 i'"^i^^s*i» "^z 
Its breadth is about fifty feet, and its depth nine feet. This canal^^"/ 
passes through, or near, forty-one large cities; it has seventy-five 
vast sluices to keep up the water, and pass the vessels and boats, 
where the ground will not admit of sufficient depth of channel, be- 
sides several thousand draw and other bridges. Innumerable ca- 
nals are cut from this main trunk, and the whole empire is kept 
in a state of activity and abundance by their means. 

These canals are cut through any kind of property, gardens, 
plantations, or pleasure grounds; not even the gardens of the em- 
peror, or any of his governors, are exempted: but when the work 
arrives at the garden, or pleasure ground, the governor, or even 
the emperor himself, digs the first spade of earth, and pronounces, 
with an audible voice, " This is to let those of inferior situations 
know, that no private pleasure shall obstruct the public good." Ir- 

* Phillips' General Historv of Inland Navigation, f The same. \ The same. 



rigation, for agricultural purposes, is extended by means of these 
canals over millions of acres; thus helping to fructify those fields, 
the produce of wiiich they serve afterwards to convey to a distant 
market. 

HINDOOSTAN, OR BENGAL. 

It is supposed that the canals, and the river Ganges, in Hindoos- 
tan, employ 90,000 boatmen, conveying salt and food, as well as 
merchandize, for ten millions of people, who inhabit on and near 
their borders. 

RUSSIA. 

'* Peter the Great, having observed, v/hen he travelled through 
Holland, that the industrious inhabitants of that country had, by 
diligent perseverance, and principally by means of canals, raised a 
small tract of marshy land into a populous and powerful state, 
formed the plan of an inland navigation for conveying the rich 
commodities of Persia to his new city of St. Petersburg. 

That prince lived to see this great work completed: it has been 
improved by his successors, and the following sketch of what has 
been, from his time to the present, effected in Russia, will show 
the attc-ntion there paid to the internal commerce of that vast 
country. 

Inland navigation is carried to such an extent there, that it is 
possible to convey goods by wattr four thousand fonr hundred and 
seventy -txvo miles ^ from the frontiers of China to St. Petersburg, 
with an interruption of only about sixty miles; and from Astracan^ 
on the Caspian sea, to the same capital, through a space of one 
thousand four hundred and thirty-four miles. This last great work 
was brought to its present perfect state by Catherine II, and by its 
means there is an easy and rapid communication between the Bal- 
tic and Caspian seas, which are united by noble canals, which min- 
gle the waters of the Neva with those of the Wolga and Twertza. 

As it is proposed to improve the navigation of some of our ri- 
vers by artificial freshets^ that is to say, by the retention of 
large bodies of water, where the springs are plentiful, in order to 
be discharged at stated periods, in dry seasons, into the shallow 
sections of either river or canal, it may be useful to state here, 
that that method is pursued in Russia with the greatest success. 

Several rivulets falling into the Masta, are confined by locks, 
which being opened successively as the vessels are passing, fill the 
river, and render the shallows navigable; and being again closed, 
hold perpetual reservoirs of water for the same purpose. In spring, 
vessels which navigate these shallows, may be allowed to draw two 
feet and a half water, in summer only twenty-six inches. Four or 
five thousand vessels pass through these canals annually; a strong- 
proof of the amazing internal trade of Russia by water convey- 

* Phillips' General History of Inland Navigation. 



35 

ance; particularly as this exhibits the commerce of one quarter of 
that country only. 

HOLLAND. 

The Dutch, by their innumerable canals, have turned a morass 
into beautiful meadow grounds, and for commerce, riches, and po- 
pulation, could, a short time back, vie with any country on the face 
of the earth, in proportion to its size, not even excepting China. 

* One-third, at least, of this country, has been gained from the 
sea, and is intersected by canals in every direction, which may be 
compared, for number and size, to public roads and highways. On 
these canals, boats, pleasure-barges, and other vessels, are conti- 
nually conveying commodities, for consumption or exportation, 
from the interior of the country to their great cities and towns. 
By them also a prodigious inland trade is carried on with France, 
Flanders, and Germany. When the canals are frozen over, they 
travel on them with skaits, and perform long journeys in a very 
short time; while heavy burdens are conveyed in carts and sleds, 
which are then as much used on the canals as in the streets. 

The yearly profits produced by these canals are almost beyond 
belief; it being ascertained that in some districts they amount to 
near three thousand dollars (625/. sterling) per mile, the square 
surface of which mile does not exceed two acres of ground; a pro- 
fit so amazing, that it is no wonder other nations should attempt 
these invaluable improvements; improvements, which, when intro- 
duced into Pennsylvania, cannot fail of giving to those who em- 
bark their money in them, dividends the most satisfactory, as I 
shall endeavour to show in the course of my remarks upon out- 
rivers. 

FRANCE. 

France has very many canals of the greatest usefulness and ex- 
tent. They serve to connect large rivers in the north, west, and 
south of that fine kingdom. The canals which were finished and in 
full operation before the revolution, measured in length one thou- 
sand nine hundred and thirty-nine English miles,* (858,000 toises.) 
Since that time many have been added by Napoleon, and their ex- 
tent is of course very much increased. The limits of this pamphlet 
will not allow me to notice any of them, except that of Languedoc. 

This great work, forming a junction between the ocean and the 
Mediterranean, was begun in 1666, and finished in 1681. It esta- 
blishes a ready communication between Bordeaux, on the Garonne, 
and Cette, on the Mediterranean. The canal itself extends from 
Narbonne to Toulouse, and is provided, at proper intervals, with 
one hundred and fourteen locks and sluices. In some places it is 
conveyed by aqueducts over bridges of incredible height and 
strength, which give passages under them to other rivers. 
" ' ' ' ■ ■ — . I I 

* Phillips' General History of Inland Navigation. 
F 



36 

Not far from Bezlers, arc eight locks, which form a grand and 
regular cascade, 960 feet long, and by means of which the vessels 
cross the river Orb, and continuing their voyage on the canal, pass 
several towns on their way to the Garonne. At St. Ferriol, near 
the Black mountains, the famous engineer R'lgiiet^ constructed a 
reservoir to supply the canal, containing 595 acres of water, which 
is first embanked, and then the embankment walled round with 
free-stone, between two rocky mountains. Under this dam runs a 
vaulted arch, or sewer, reaching to the main wall, where three 
large cocks of cast brass are turned, opened and shut by iron bars; 
these cocks discharge the water through their mouths, which are 
as large as a man's body, into the aqueducts, and the basin at Na- 
rouse, which is the head of the navigation. The length of this fine 
canal is 192 miles, (64 French leagues); its breadth, including tow- 
ing-paths, 144 feet; its depth 6 feet. Its cost, in the days of Louis 
XIV, something more than two millions five hundred thousand 
dollars, (thirteen millions of livres); of which sum the king con- 
tributed seven millions of livres, and the province of Languedoc 
the remainder.* The expense, great as it was, is nothing compared 
with its utility. 

By the king's munificence, Riguet^] who planned and executed 
this work, was presented, for himself and heirs, with the whole in- 
come arising from the royal proportion of the expense. 

The summit level of this canal is at Narouse, and is about 600 feet 
above the two waters, from whence the ground has almost one 
continued descent on each side. On this spot, as was before ob- 
served, Rigutt made his basin, and collected his waters, which he 
brought from an adjoining mountain by an aqueduct fifteen miles 
long, which contains between 5 and 6,000 cubic inches; and this 
stream being distributed to the two canals on both sides of the le- 
vel, forms, in every part, a body of water of above six millions of 
cubic feet. 

SPAIN. 

Spain must not detain us long. She has fine rivers, and fine soil, 
and would flourish as much as any country in Europe, if she had 

* The old g'overnment of France partook a good deal of the federative form. 
Very rr.any of th^ provinces retained extensive privileges, laws, and customs, 
which could not be controlled or iufriuged by the crown; they likewise executed, 
in their provincial rapacity, and by their own free will, such works as the repre- 
sentatives of the province, asscnibled en ^tati, or in a legislative character, 
thought proper to order. When I passed through Languedoc, in 1787, very ma- 
ny improvements in roads, bridges, &c. were making under the state authority; 
among otheis, there were digging, at the expense of the province, a branch from 
the main trunk of the canal to the town of Carcassonne, another to the town of 
Narbonne; and a new basin was constructing, called the reservoir of Empie. 
These are valuable examples for Pennsylvania to follow. 

f We have seen in America, one of the sons of his successor, who was propri- 
etor of this canal, fighting under the immortal Washington, in general Rocham- 
beau's army. His family was immensely rich, owing to the tolls received on the 
canal. His name was Cara7yMn. 



a good government; — a government that knew how to improve the 
great advantages which nature has bestowed on her. She has 
made some attempts, however, to facilitate her inland navigation; 
but most of them have proved abortive, for want of funds and pub- 
lic spirit. 

This kingdom, which does not contain, at the most, more than 
ten millions of inhabitants, might, if properly cultivated, and other- 
wise improv^ed, easily feed and clothe three times that number. 
It contained in the time of the Goths and Moors, between twenty 
and thirty millions of people. 

ENGLAND. 

" There is a period," says Dr. Aikin, in his description of the 
country around Manchester, " in which the mind of man, roused 
to attend to any particular subject, whether of art, science, or re- 
gulation, is irresistibly impelled to proceed in its career; and this 
crisis was now (1795) arrived, with respect to the internal commu- 
nication between the different parts of this kingdom (England) by 
means of navigable canals." 

May we hope that this remark will apply at the present day to 
Pennsylvania. — That s\nrito£ ccmaling-^ which seized so universally 
upon England about that time, was the source of immense wealth 
to her in an hour of great trial. We, in America, must often turn 
our eyes upon the old countries of Europe, and particularly to- 
wards that celebrated island from whence we sprang, for examples 
and instruction in those great means which lead to national wealth 
and private comfort. It is there; it is especially amongst those en- 
terprizing islanders, that we shall see industry and ingenuity go 
hand in hand; that we shall find an exuberance of talent and of 
riches ever at command to aid the endeavours of well-directed la- 
bour; and there, too, an enlightened legislature gives with promp- 
titude the sanction of law to these conjoined efforts. More than 
twelve hundred acts for the improvement of England have passed 
in parliament within fifteen years. Roads, rivers, canals — all hav-e 
been perfected. Wagons, bearing ten tons weight, are now drawn 
along the smooth and level way, where mountains stood before; 
canals shoot their branches into every district, uniting, by four 
different routes, the north sea with the channels of Bristol and St. 
George, and bringing through their numberless ramifications, to 
ships of all nations, the rich product of the mine and of the loom ; 
vivifying, enlivening, enriching every thing on its passage. Before 
these great works had been executed, and before the last war with 
France took place, England was rich; yet she could never have 
withstood the mightiness of that struggle without those resources 
which a continued attention to the improvement of her interior 
produced. Had she neglected these, she must have succumbed to 
the gigantic force which was arrayed against her on that momen- 
tous occasion. 



38 

To attempt to describe the prodigious number of canals now in 
use in Great Britain, would require a volume. Their general and 
acknowledged utility is so obvious to every person acquainted with 
that country, that I will confine myself to one or two observations 
in relation to them. The first is the introduction of coal and tim- 
ber from districts where there was no demand for them, to those 
places where they were wanted; the second is the communication 
of sea ports lying on different seas, and the transport of goods from 
one to the other in time of war, without even exposing them to 
the dangers of the elements. By the happy combination of a most 
active commerce with the most perfect security which this system 
of inland navigation has given to England, we find it extending it- 
self to every corner of the kingdom; " and the mind cannot but be 
impressed," says Dr. Aikin, " with magnificent ideas of the opu- 
lence, the spirit, and the enlarged views which characterize the 
commercial interest of this country. The town of Manchester, 
when the plans now under execution are finished, will probably en- 
joy more various water-communications than the most commercial 
town of the Low Countries has ever done. And instead of cutting 
them through level tracts, so as to make a wider ditch, its canals 
are carried over mountainous districts, where the sole method of 
avoiding the difficulties of steep ascent and descent, has been to 
bore through the very heart of hills, and navigate for miles within 
the bowels of the earth. At the beginning of the last century it was 
thought a most arduous task to make a high road practicable for 
carriages over the hills and moors which separate Yorkshire from 
Lancashire; and now they are pierced through by three navigable 
canalsl'''' 

From the glance we have taken at the principal European ca- 
nals, let us turn our eyes for a moment to what has been done in 
our own country. 

* The first with us are to the north, and on the Merrimack; a river 
which rises in the state of New-Hampshire, and falls into the sea at 
Newburyport, after a course of 180 miles. On this river, several 
canals, very difficult of execution, have been dug, and the waters 
generally improved, upon the plan now following on the Schuyl- 
kill. These canals and locks have been expensive; but are paying 
6, 7, and 8 per cent., and are increasing fast in productiveness. 

The Middlesex canal, which connects the river Merrimack with 
Boston, is 27 miles in length, 3 feet in depth, with banks one foot 
above the water. The width is generally 30 feet on the surface, 
and on the bottom 20 feet.. The whole expense was live hundred 
and twenty thousand dollars. 

This is the greatest work of the kind which has been completed 
in the United States. The ground was unfavourable, and the cost 
heavy. In order to open the canal,f it was necessary to dig in some 

* See Mr _;.i)ivan's letter to New-York Comraissiouers. 
t Gallatin's Report to Congress on Internal Improvement. 



39 

places to the depth of twenty feet, to cut through ledges of rocks, 
to fill up vallies and morasses, and to throw several aqueducts 
across the intervening rivers. All these obstacle have been over- 
come, and boats of 24- tons, 75 feet long, and 1 1 feet wide, can na- 
vigate the canal. Those of most general use are of smaller dimen- 
sions, and are drawn by two horses at the rate oi three miles an 
hour. A raft of one mile in length, and containing eight hundred 
tons of timber, has been drawn by two oxen part of the v/ay at the 
rate of one mile an hour. Common boats pass from one end of 
the canal to the other in twelve hours. The tolls, which, in 1807, 
did not exceed seventeen thousand dollars per annum, had risen, 
in 1817, to thirty-two thousand. 

On the Potomac, at the Great Falls, a canal, one mile in length, 
6 feet deep, and 25 wide, admits of boats passing down a fall of 
76 feet, through five locks, which, after a short river navigation, 
re-enter another canal of the same dimensions, and two miles and 
an half in length, which brings them through three locks, by a de- 
scent of 37 feet, to tide water. These works, with others up that 
river, and on the Shenandoe, have cost large sums of money, and 
will eventually be the means of enriching the district about Wash- 
ington, particularly when a finishing hand is put to them, and the 
great National Western Road is completed; — a road upon which 
all Philadelphians should look with peculiar watchfulness, as it is 
only seveniy-two miles long, is constructed in a masterly style, 
and unites the Potomac, at Cumberland, v/ith the Monongahala at 
Brownsville, and brings the city of Washington within a rii>a/ dis- 
tance of the western waters: but more of this hereafter. 

On James River, in Virginia, many improvements have been 
effected. One near the city of Richmond, for the purpose of trans- 
porting coal, although imperfect, has been useful and profitable, 
and cost 231,000 dollars.* The annual toll raised on fourteen thou- 
sand tons of country produce, and on two thousand coal-boats, 
have amounted to 16,750 dollars, (in the year 1807.) So that the 
company, eleven years ago, were enabled to make dividends of se- 
ven per cent. As the coal business has increased very much since, 
no doubt the tolls have given a proportional increase of dividends 
to the stockholders. 

In North Carolina some important works in canaling have been 
finished, and others are now executing; but in South Carolina the 
improvement of the ri\er Santee, or Catawba, has cost vast labour 
and much money. This river is now connected with Cooper river, 
which empties into the harbour of Charleston, and gives that port 
a water communication, at certain seasons of the year, with the 
back country, of three hundred miles and more. The canal which 
unites these two rivers, cost 650,667 dollars; and will, when made 
more permanent, and somewhat deeper, uamit vessels which, on 
account of their draft of water, are now obliged to sail round the 

'''■' Gallatin's Report to Congress on Internal Imnroveraeat. 



40 

sea coast to Charleston; and in that event, the stockholders must 
receive good dividends. In 1807 the annual tolls were only thir- 
teen thousand dollars. 

The state of New- York, and our own state, as well as the state 
of Delaware, have each one or more unfinished canals; but they 
are not of sufficient magnitude to deserve a particular notice, ex- 
cept the vast canal which now occupies the attention of New- 
York, and which is, in every respect, a highly piaise worthy under- 
taking; and will, if ever Jinished^ and put into successful operation^ 
immortalize its promoters. It is yet, however, in embryo; and as 
I mean to speak of it in a subsequent page, I will only mention 
it now as a great and glorious enterprize, furnishing an example 
of ardent zeal for internal improvement, which should be followed 
by every state possessed of fiscal and geographical means. 

One other American canal, called Carondelet, and situate far to 
the south, ought here to be mentioned. It extends from the Bayou 
St. John, near New-Orleans, to the fortifications, or ditch of the city, 
and thereby opens an inland communication with Lake Pontchar- 
train.* A company was incorporated by the territorial legislature, 
for the purpose of repairing and improving that work, and of uni- 
ting the canal, by locks, with the Mississippi.! Independent of 
other advantages, this undertaking will enable government to trans- 
port munitions of war with facility, and use the same naval force 
for the defence of both the Mississippi and Lake Pontchartrain. 

After this short view of the canals of Europe and of America, 
with the benefits Avhich they invariably produce to the countries 
through which they pass, permit me to ask the very particular at- 
tention of the reader to the exposition, which I am now about en- 
tering upon, of the greatly superior natural advantages which 
Pennsylvania possesses over every one of those countries, and of 
the high degree of prosperity to which she and her commercial 
metropolis may arrive, by a proper harmony of effort, m the ap- 
plication of the small artificial aid required by nature for the full 
development of these extraordinary local benefits. 

There are four routes by which Philadelphia may be united to 
tlie Susquehanna: 

1. Between the great falls of the Lehigh and Wilkesbarre; a dis- 

tance of only fourteen miles. 

2. Between Lausanne, on the Lehigh, and Berwick; a distance 

of thirty miles. 

3. Between the head waters of the Schuylkill and Berwick; and 

4. By the grand canal, already partly dug, through the counties 

of Lebanon and Dauphin. 
The Schuylkill, it is now taken for granted, will be soon render- 
ed navigable, even for stean boats. This is an important link 
in the great western and northern chains; but the golden link — the 

* A steam boat has lately beea built ia Pliiladelpliia, which is intended to run 
between Mobille and New-Orleans, through this lake and canal, 
f Gallatin's Report to Cong^resa on Internal Improvement. 



41 

essential and high connecting part of that series of water-route, 
which is to convey so much wealth to Philadelphia, lies between 
Reading and Middletown. If we miike a good channel by means 
of the waters of the Tulpahocken, which empty into the Schuyl- 
kill, and those of the Swatara, which empty into the Susquehanna, 
and thus reach that great river, we are for ever safe as a town. 
When we are once able to attract to our wharves the produce of 
the Susquehanna, we command the trade of waters, which meander 
through more than half the state; of waters whicli interlock on the 
north with lakes and rivers running into Ontario, and through 
the richest counties of the state of New-York; waters which have 
their sources and navigable tributary streams within fourteen 
miles of those that run west; and by whose junction we open to our- 
selves a vast and ever-increasing trade, not only with all the fair, 
full-grown and numerous daughters of the Mississippi, but with 
that " mother of rivers" herself, whose wide spread branches flow 
from every point of the compass, through hill and dale of inex- 
haustible riches; along mountains and deltas of every variety of 
soil; covering a country capable of sustaining two hundred mil- 
lions of people! Between the Susquehanna and this vast territory 
only fourteen miles of land require to be cut, and if Philadel- 
phia forms the link, which is to unite her to the Susquehanna, she 
may with ease and with cheapness, break down this fourteen 
mile barrier, and bring to the Delaware, by steamboats and other 
water carriages, a great pax't, if not all this inland trade; and she 
may do it, too, without the dread of a rival in New-York, Balti- 
more, or any other town. She will of necessity become the en- 
trepot of this multifarious river-trade; her geographical position 
makes her such; she has nothing to do but to open the channel, 
and by the usual industry of commerce, appropriate to herself the 
countless treasures which will flow through it. A little more 
trouble, a little more cost, perfectly within her means, and Phila- 
delphia can draw to her market likewise, the whole commerce of the 
great lakes above Erie, and to these northern, western, and north- 
western sources, she must look for her future prosperity. If she 
does not make herscif fully sensible of the necessity of opening these 
co7?imunicatio7is, so easy, so certain, so advantageous, she will find 
herself, in a few yeai's, deprived of her wliole western trade;* in- 
deed of every kind of internal traffic, except that of the narrow dis- 
trict between the Susquehanna and the Schuylkill; and thus limit- 
ed, she must dwindle into a small town. But I have no such fears, 
no such anticipations. The share she has had in the expendi- 
ture of the eleven millions of dollars for public improvement; the 
alacrity with which she has lately filled up the subscription of half 
a million of dollars, for the perfection of the Schuylkill navigation, 
and her accustomed liberality in aiding objects of usefulness, are 

« Owing- to the new national road, from U^e Ohio to tbe Potomac, toll free, and 
the New-York canal. 



42 

so many guarantees for her perseverance in this all — all-important 
work. 

In discussing this great topic, I make no apology when I repeat 
what I have ah-eady saidj for it cannot be too often echoed and re- 
echoed in every quarter of the city. Other places around us are 
awake to its momentous consequences, and are vigilant, as I shall 
by and by show, in laying plans for the possession of part, or the 
whole of this great traffic. But it is a trade which geographically 
belongs to Philadelphia, and she has only to will it in order to have 
it. It is a trade with regions l)oundless in extent and in future 
riches, and calculated, if properly cherished, to raise our city to 
the very pinnacle of commercial grandeur; — to the very first rank 
among those which have distinguished themselves as conspicuous 
marts; it is calculated to sti-etch her limits even to the size of Lon- 
don, Canton, Calcutta; nay, bevond that of anij emporium on the 
GLOBE. This is no enthusiastic flourish; — no unnatural effort of 
thought. It is a safe calculation, grounded upon the positive wants 
and presumable industry of the millions who are destined to occu- 
py the fertile country, which must, in the event of a communica- 
tion being opened, resort to Philadelphia, as to their nearest and 
most healthful and convenient market; a communication which 
will give to us advantages so stupendous, that in contemplating 
them, nature seems to outwork fancy. I will endeavour to illus- 
trate this assertion. Suppose the Schuylkill united to the Susque- 
hanna; the only dividing point between the Juniata branch and 
western branch of that river and the Allegheny, will then be a dis- 
tance of about fourteen miles. After passing this, at the two places 
pointed out on the accompanying map, the whole western world 
is within our reach; and in order to show more distinctly the fu- 
ture destinies of Philadelphia, in the event of her extending these 
improvements to the Allegheny river, let us suppose the countries 
washed by the Ohio, Kentucky, Cumberland, Tennessee, Illinois, 
Wabash, Miami, Scioto, Muskingum, Mississippi fi'om its junc- 
tion with the Ohio to its source, Missouri, 2,800 miles up to the 
Great Falls, with its branches, the Osage, Kanses, Laplatte, Yel- 
low Stone, &c. each from five to eight hundred miles long: let us 
suppose the countries, I say, through which these vast rivers pass, 
to be fully peopled, and possessed of only two outlets; the one si- 
tuate far to the south, and almost within the tropic, surrounded by 
an atmosphere constantly heated, without elasticity or healthful- 
ness, and ungenial to the hardy constitutions of the north; the 
other standing in the temperate zone, with a route safe, salubri- 
ous, and equally short; could there be any hesitation in the choice? 
the one leading to the sickly mouths of the Mississippi, the other 
to the verdant and Avholesome banks of the Delaware? the first to 
New-Orleans; the second to Philadelphia. Could there be any he- 
sitation in the choice, I ask? no, not for a moment! — and tor less 
than one million of dollars, or about as much as we pay in munici- 
pal taxes every twenty months, the advantages derived from an 



43 

intercourse with that country as she now stands^ and prospectivelij 
as she •U'ill auind, become our own.* 

It must be repeated, that the future existence of Philadelphia, as 
a commercial town, depends upon her opening a water-route to 
the Susquehanna. This assertion ought to be considered by every 
house-owner, — every well-wisher to our city, in the form of a na- 
ked, incontrovertible truism; and thus aware of the importance of 
the faQt, each one must see that Philadelphia will cease to flounsh; 
that she will deteriorate and fall to ruin, if she does not apply the 
remedy; each one must see, that without that remedy the trade of 
the interior will flow into other channels, and leave her in a few 
years neither produce for her exports, nor buyers of her imports. 

Under these circumstances, and with this serious and alarming 
aspect of the future fate of this city before us, can 1 do less than 
solemnly adjure its wealthy and intelligent inhabitants to set about 
adopting a remedy? The evils which have already attained us, 

* The mind is lost in astonishment at the contemplation of the immensity of the 
scene which opens even beyond this; for when once arrived at the great Falls of 
the Missouri, there is a portage of only eighteen miles, over a level country, 
where again tlie navigation for large boats is practicable, and continues so for 
more than two hundred miles, until the source of that branch of the Missouri, 
called Jefferson's river, is attained. Here, and at the source of Madison river, the 
north and south forks of Lewis' river interlock. This last runs into the Colum- 
bia, which empties into the Pacific ocean. • 

But the Yellow 8tone river offers the nearest route to the Rocky mountains. 
It cuts off the great Falls of Missouri, and has its waters quite as nigh to those of 
Lewis' river, as are those of Madison and Jefferson rivers; and if its navigation be 
not interrupted by falls, the distance from Philadelphia to the mouth of Columbia 
river, in land cuts, will be eighteen miles less than when the Missouri is ascended 
to its source, and will make the whole distance of land to be removed at the head 
waters of the rivers between Philadelphia and the mouth of the Columbia river, 
on the Pacific ocean, thirty-eight miles.'! As thus: 

From the Talpahocken, a branch of the Schuylkill, to the Quiti- 

pahilla, a branch of tlie Susquehanna, - - - 4 miles. 

From Poplar run, a branch of the Juniata, to the Little Conne- 

waugh, a branch of the Allegheny, - - - - 14 

From the Yellow Stone River, a branch of the Missouri, to Lew- 
is' river, a branch of the Columbia, - - - 20 

• 38 miles. 

Colonel James Johnston haa contracted with the war department, says a Cin- 
cinnati paper of June 16, to furnish rations for the troops to be stationed at the 
mouth of Yellow Stone river, 1 800 miles up the Missouri. He has offered, or in- 
tends offering, to convey munitions of war, baggage, and provisions, to that point 
in steam boats. By that mode of conveyance, they will reach their place of desti- 
nation in sixty days, that is to say, in one seventh the usual time, because by the 
common mode, they would not reach there before July or August, 1819. 

This is a beginning. When the waters of the east are united with the vast 
streams of the west, merchandize from the Pacific may reach the Atlantic by 
steam boat conveyance, and it is not soaring into the regioHS of fancy to suppose 
tliat at a future day (no doubt remote) we may receive our teas and silks from 
Canton, by the way of the Columbia, Missouri, Ohio, Allegheny, Susquehanna, 
and Schuylkill.— Nature has done her share of the work; let art complete it. 

G 



44 

are few, and can, as well as those in prospect, be easily averted; 
and it shall be my endeavour to show, in the following pages, both 
the danger and the safe- guard. 

The great protecting feature of that safe-guard is the commerce 
of the Susquehanna, and I will begin by giving a short description 
of its waters. 

THE SUSQUEHANNA.* 

A great proportion of the country, watered by the Susquehanna, 
is already in a state of cultivation, and the rest will be settled 
whenever a good route is constructed to an Atlantic market. To 
trace the source, and the course of this river; to state its immense 
importance to Pennsylvania} the situation of its present, and the 
probable extent of its future trade; its capability of improvement, 
and the large and fertile territory which it accommodates, is my 
present aim. 

The north-east branch of the Susquehanna takes its rise from 
Lake Otsego, in a central part of the state of New- York, and 
60 miles west by north from the city of Albany, and from 15 to 20 
miles south of the Mohawk river. This lake is about nine miles 
long, and one mile wide, situated in a tract of country extremely 
fertile and well settled. Six miles to the west of Otsego lies Cani- 
aderago lake, which is nearly as large as the other. From this last 
mentioned lake a stream called Oaks-creek, falls into the Susque- 
hanna, nearly five miles to the south of Otsego. These lakes lie so 
near the Mohawk river, and the creeks which flow into it from 
this direction, that a complete water communication could doubt- 
less be made between them. At present the distance is not 
twenty miles. From Lake Otsego, to which batteaux pass up the 
stream, the Susquehanna is navigable to the town of Columbia^ in 
comparative safety. The few impediments which exist, can be ea- 
sily and cheaply removed, when no danger whatever will remain: 
below Columbia^ the navigation downward is always dangerous; 
upwards impossible; at least for trading boats. From Lake Otsego 
the Susquehanna runs in a southerly direction, through Cherry- 
valley, about twenty miles; thence it*takes a general south-west 
course, with many meanders, until it comes within eight or ten 
miles of the Pennsylvania line, which it crosses about 12 miles 
west of the north-east corner of that state. In this part of its cur- 
rent, about 45 miles froin Otsego, the Susquehanna receives the 
Unadilla, with a considerable accession of water, and a number 
of smaller streams. At Harmony, which is situated at the point 
where the river crosses the line of the two states, there is a por- 
tage of nineteen miles to the waters of the Delaware, at Stockport. 
After passing the Pennsylvania line, the Susquehanna runs a small 

* For part of this description, I am indebted to a valuable pamphlet, written 
by Mr. Condy, in the year 1796, — and have very frequently borrowed both his 
thoughts and language. 



45 

distance to the south, and winding at the great bend in a course 
to the north-west, it again crosses that line, seven or eight miles 
further, in a direction nearly north-west, receiving in Pennsylvania 
a number of small creeks. Meandering then to the westward, 
through the state of New- York, it is increased by the Tioughni- 
oga, and Chenengo rivers, in a joint current, and other waters of 
less importance. It then crosses the line of the two states a third 
time; flowing hence to the south, the Susquehanna is joined at 
Tioga-point by the Tioga river, three or four miles from the New- 
York line, with a very considerable increase of water. The Tioga 
is navigable from its mouth for batteaux to the distance of fifty 
miles, and its northwesternmost sources are but a few miles from 
the Chenessee river ^ which runs into Lake Ontario. With this lake 
it is also nearly connected with many streams, which flow into it 
from the north, and the numerous smaller lakes which are situated 
between the Ontario, Chenessee, and north-east branch of the Sus- 
quehanna, watering large tracts of some of the richest land in 
the United States. The Tioga is thus very conveniently connected 
with Lake Ontario, by a communication neai-ly, and which, at a 
small expense, may be made completely, a water communication. 
From the mouth of Tioga to Newtown is 18 miles — the portage 
thence to Seneca lake is 19 miles more. This last distance has 
lately been surveyed by order of the Pennsylvania government, 
and I shall refer to it in the course of my remarks, to prove that 
a lock navigation can be made, without much difficulty, from Se- 
neca lake to Newtown. From Seneca lake the distance to Ontario 
is 122 miles; over, however, a navigation considerably impeded by 
falls, yet presenting nothing insurmountable in the way. 

By these two streams, (the north-east, and the Tioga branches 
of the Susquehenna), all the country lying between them, and lake 
Ontario, together with the trade of that lake, and those attached 
to it, will be connected with Philadelphia, by means of the Swa- 
tara at Middletown, and the Tulpahocken near Reading, on the 
Schuylkill. 

At the Painted post, within twenty miles of the mouth of New- 
town creek, in the state of New- York, the Tioga is separated into 
two branches, the northwest, and the south branch. This last ap- 
proaches very near a branch of the Alleghany, and will perhaps 
one day offer an easy communication with the western countries, 
for the people of that district, as it is not more than 10 or 12 miles 
distant. 

From the junction of the Tioga, and the northeast branch of the 
Susquehanna at Tioga-point, the river flows in a general southeast 
course, with very considerable meanderings nearly to Wyoming, 
without any obstructions by falls. 

Mr. Chapman, to whose manuscript report I have already allud- 
ed, speaks of this section of the river thus:* * This part of the 

* Manuscript report in the Surveyor General's office. 



46- 

tiortheast branch is navigable for boats, carrying about twenty tons, 
at all seasons of the ycar^ when not obstructed by ice, which ob- 
structions occur generally about Christmas, and continue until the 
middle of March. The boatmen are getting more into the use of 
sails, and I have seen during the last season, in a number of in- 
stances, boats loaded with twenty tons, ascend the Wyoming falls, 
by the force of wind only.' About eight miles below where this 
branch enters Pennsylvania, there is a village on an elbow of the 
river, called ' Great-Bend,' from whence a turnpike road has been 
made to Coshecton, on the Delaware river; another turnpike from 
Milford, on the Delaware, to Owego on the Susquehanna, in the 
state of New- York, is now making; and as may be seen on the map, 
there is a portage of only nineteen miles from Hai'mony on the 
Susquehanna, to Stockport on the Delaware. The intercourse be- 
tween the two rivers, is daily increasing, so that vast quantities of 
lumber are carted across these turnpikes, though at a heavy land 
expense, and floated to our market down the Delaware. These ob- 
jects would be at half price, if the waters of these two great rivers 
were united by a canal, and so abundant as soon to become an ar- 
ticle of export to the West Indies or elsewhere. 

A few miles on this side of the line, which divides New- York 
from Pennsylvania, the Tioga river, as I have already said, comes 
into the Susquehanna from the northwest, and just within the line 
of New- York, and on the Tioga, stands the small village of New- 
town. From this place to Seneca Lake, the legislature had a survey 
made last summer by two able engineers, Mr. Robert Brooke, of 
Philadelphia, and Mr. Charles Treziyulny, of Centre county. — 
These two gentlemen fulfilled their task satisfactorily, and laid 
before the assembly a plan and profile of the survey and levels, 
executed in a style of great elegance, and accompanied by a report, 
from which I makt the following extracts: 

* ' The subscribers, commissioners appointed by his excellency 
Simon Snyder, in pursuance of an act of the general assembly of 
the said commonwealth, passed the 22d of March, 1817, to ex- 
plore the route of the intended canal for uniting the waters of 
the Seneca Lake and Tioga river, in the state of New- York, 
report: 

' That we believe the making of the canal practicable, there being 
no other difficulty to encounter, but the great descent of the ground, 
and the consequent number of locks which will be required upon 
it. Although the descent from the summit level to the Seneca lake 
be great, it is pretty regular, and the ground will be easily dug, 
there being no rocky or otherwise difficult ground to pass. 

' If this canal be made, it will, with the proposed canal from Ca- 
nandaigua outlet to Sodus' bay, complete a chain of boat 7iaviga- 

* See report in the journal of the House of Representatives, page 394. 



4/ 

tion from lake Ontario to the Susquehanna;* thus uniting the great 
northera and southern waters. The immediate bent-fits w^hich will 
result to the people of Pennsylvania, will be the plaster and salt 
trade of New- York, by which the interior of the state will be sup- 
plied with those necessary articles of subsistence and of agricul- 
ture. In return the citizens of Pennsylvania, will find a maiket 
for their coal and iron in the lake country of the state of New- 
York.' 

The length of this canal will be nineteen miles and one hundred 
and thirty-five poles, and will cost by the computation of these 
gentlemen, ^5 83,300. All necessary materials for building the 
locks, &c. can be obtained in great abundance, and of an excellent 
quality, in the hills adjacent to the route of the canal, in all parts, 
from the middle ground northward to the Seneca lake. 

The northeast branch of the Susquehanna was minutely exami- 
ned by order of government,! and a full report made thereon to 
go^ ernor Mifflin. The commissioners began at the line which di- 
vides us from New- York, and ' proceeding thence downward to 
the junction of this branch with the west branch, found the ri- 
ver to be of easy current, and a regular and most beautiful stream, 
containing very few obstvctio7is to the ?iav?g'athn.^ At Sunbury, 
the northeast branch of that river is joined by 

THE WEST BRANCH. 

This branch takes it rise to the west of the Alleghany mountains, 
and runs with many considerable windings, in a northeast coui-se, 
until it meets (about one hundred and six miles from its mouth 
at Sunbury), the Sinnemahoning,by which it nearly communicates 
with the two branches of the Alleghany; coming in contact, as it 
were, with those branches, by its two courses to the north and to 
the west. Through either or both of these courses, the navigation 
of the Susquehanna is connected with the trade of lake Erie and 
the surrounding country, almost by a water communication. There 
is a portage, as marked on the map, of 23 miles from the north 
branch of the Sinnemahoning, to the Alleghany, and another from 
the west branch of that river to Little Toby's creek, (a branch of 
the Alleghany) of only 14 miles. They both lead to lake Erie; 
while the western one alone leads to Pittsburg. As all the branches 
have been very exactly examined by order of the legislature, and 
are of the utmost importance to the state and to Philadelphia, I 
shall speak of them and of the Alleghany interlocking xvaters^vfxxh 
as much precision as possible, even at the risk of prolixity. 

* And by consequence, if the Middletown canal be finished, from the Susque- 
hanna to Philadelphia. 

t See report of Beading Howell and others, to governor Mifllin, page 20, in 
Appendix to journal of House of Representatives of state of Pennsylvania, for 
the session of 1815-16. 



48 

THE FIRST ROUTE TO LAKE ERIE. 

From the north branch of the Sinnemahoning, there is a portage 
of 23 miles (see the map), to the head of the Alleghany river; 
downthe Alleghany (partly through New- York state) to the mouth 
of Conewango, good navigation 76 miles; — up Conewango to Cha- 
tauque lake, twenty-eight — across this lake to its head, seven- 
teen, portage to lake Erie from Chatauque, nine miles twenty 
chains. 

SECOND ROUTE TO LAKE ERIE. 

By the west branch of Sinnemahoning, the connexion is thus: — 
From the upper navigable part of said branch to Little Toby's 
creek, (see map) a portage of fourteen miles; down that creek to 
the main branch, ten — down the main branch of Toby's creek to 
the Alleghany, seventy— -up the Alleghany to French creek, thir- 
ty-five — up French creek to portage, sixty-six; — across the por- 
tage to the town of Erie on lake Erie, (see the map) fifteen and 
an half. — 

These are the distances between the waters of the west branch 
of the Susquehanna and lake Erie, remembering always that the 
last route, as a view of the map will show, leads by an excellent 
navigation to the Ohio and the great rivers of the west, as well as 
to lake Erie. I will now turn to the report made by the commis- 
sioners appointed by the state to examine these waters.* 

* Lake Chatauque, say they, is about 18 miles in length, and 
near three miles in width. The depth is much more than is ne- 
cessary for any navigation there. The lake affords water sufficient 
to render the Conewango navigable both in the fall and spring, 
and it is capable of improvement, so as to make that creek navi- 
gable through the summer. The lower end of the lake may, at a 
small expense, be dammed across at the head of the creek, so as 
to raise the water in the lake several feet, and it appears reasona- 
ble to presume, that by this means, boats drawing twenty inches 
of water, may at any time be transported down the Conewango to 
its mouth. They, (the commissioners) are of opinion, that there is 
no part of this creek, which may not be improved for the purposes 
of navigation. 

' From the mouth of this creek upward to the carrying place, 
opposite to the north branch of the Sinnemahoning, the Alleghany 
river is a gentle stream with a smooth bottom, wholly free from 
rocks, and requiring nothing more to render it navigable than 
clearing it from fallen timber, and some few amendments where 
the channel is divided by small islands, of which there is not one 
of any difficulty. 

' The portage here (marked 23 miles on the map) from the Al- 
leghany river to the place where they left their canoes on the 
Sinnemahoning, measures along the path twenty-three miles and 

* Report of commissioners, appointed to view the western watersi 



49 

twenty-four perches; but they conceive, that the north branch of 
Sinnemahoning may be improved by lock navigation, from the 
place where they left their canoes, up to the Elk-lick, and that the 
Connenogahee branch of the Alleghany may in like manner be 
improved, so as to bring the distance between the two, to nine 
miles. 

' The Sinnemahoning from that fork down to the west branch 
of that creek, will require some expense to make it navigable.' 

This is an extract from their report of the first route to lake Erie; 
the second is thus examined by the same commissioners, begin- 
ning at the present town of Erie: 

' The harbour of Presquisle, (or Erie) is capacious and equal 
to any trade which can lead to it. From this harbour to Le BoeufF, 
on the margin of the lake of that name, the distance is 15 miles 
and an half, on the course of the road. French creek leads from 
lake Le BceufF, and has been in use for conveying provisions and 
stores for many years. There are no falls in this creek of any dif- 
ficulty; but near the mouth the channel is wide, and the waters 
consequently shoal towards the latter end of summer. The Alle- 
ghany river, from the mouth of the Conewango to the mouth of 
French creek, and from thence down to the Kishkemanettas, is 
free from rocks, which in any degree impede the navigation, and 
no where so rapid as to be dangerous.' The commissioners en- 
tered Toby's creek August 7, and found the waters towards its 
head, very low. This creek is rapidly raised by rains, but is in 
midsummer generally very bare of water. They had no opportu- 
nity of examining precisely where the portage from Little Toby's 
creek to the main branch of Sinnemahoning, might most advan- 
tageously commence; but they conceive it may safely be estimated 
at not more than fourteen^ nor less than twelve miles. 

' The main west branch of the Sinnemahoning may be render- 
ed navigable: it is however rocky, and will require some labour.' 

From the mouth of the Sinnemahoning, the Susquehanna turns, 
with many extensive and irregular windings, to the east, until it 
reaches the mouth of Muncy creek, receiving in its course a num- 
ber of considerable streams, such as Bald-Eagle, Pine creek, Ly- 
coming and Loyal Sock. Among these. Pine creek should be par- 
ticularly distinguished, as affording at all seasons a great plenty of 
water. John Keating, Esq. who was deeply interested in the Asy- 
lum purchase, and who has an intimate knowledge of this creek, 
says in a letter to me, ' that it affords a third route to lake Erie, 
by a short cut of eighteen miles between it and the Alleghany 
river. The distance from the mouth of Pine creek to the Third 
Forks (Big meadows) is about 5S miles, and from thence, 11 or 
12 miles up the west branch of said creek, to the canoe place, 
(Elk-lick.) I have seen a canoe several miles higher up than the 
commonly called canoe place, and from that spot there is but a 
distance of eighteen miles to Condersport on the Alleghany river.' 



50 

There is a good road between Pine creek and this river, which 
has been constructed principally by the state. 

' Pine creek has been considered,' says Mr. Keating, ' not only 
as affording an easy and short communication between the eastern 
and western waters, at the very head of the navigation, but also 
as a most advantageous outlet for the counties of Tioga, Potter, 
and M'Kean, and of all that part of the state of New- York, lying 
on, and contiguous to the Gennessee river; the head-waters of 
which interlock with those of Pine creek and the Alleghany.' 

The Gennessee (or Chenesee) river flows into lake Ontario, and 
will furnish a short route to that inland sea. There is a curious 
circumstance (see the map) sometimes occurs at the northeast 
head of Pine creek, whose source is in a morass, the same in which 
the south branch of the Tioga rises. It happens in wet weather, 
that by means of this morass, there is water enough for canoes to 
pass from one source to the otherj thus insulating all the country 
between these head waters, and the forks of the Susquehanna at 
Sunbury. — It is likewise worthy of note, that the Avest branch of 
this creek, takes its rise as may be seen by the map, on the very 
highest ground in Pennsijlvania; from which height, in a circum- 
ference of about twenty miles, rise all the sources of the Allegha- 
ny, the western branch of the Susquehanna, Tioga, Pine, and Che- 
nesee rivers. 

From Pine creek down to Sunbury, and thence to Middletown, 
ten miles below Harrisburg, there are no material obstructions. 
The water is generally smooth, the stream wide, and susceptible 
with very few improvements, of constant navigation, at all sea- 
sons, except when frozen. A few miles above Harrisburg, the 
Susquehanna receives a great accession to its waters, by the junc- 
tion of the Juniata. This is a very important branch, particularly 
to Philadelphia, and has been accurately examined by state com- 
missioners, at various times. On one occasion by Mr. Timothy 
Matlack, and two other gentlemen, and on another by Mr. Wil- 
liam Findley. I shall give a few extracts from each of their re- 
ports, remarking, en passant, that they both concur in giving the 
Juniata the preference as a leading route to the Ohio. Those gen- 
tlemen began by examining the interlocking branches of the Al- 
leghany, and then proceeded to view the Juniata itself, and in that 
course we will follow them. 

They entered the Kishkemanettas^ a branch of the Alleghany, 
(see map) on an 18th of August, and of consequence saw it when 
the waters were very low — indeed they happened to be lower than 
they had been for many years; yet they proceeded up this river 
and up the Conewaugh in their canoes, with their provision and 
baggage to within a mile and a half of Chestnut ridge. By di- 
verging to the right and left, they entered the Loyal-hanning and 
Black-lick creek (lateral streams of this branch of the Allegha- 
ny) and afterwards the channel of the Conewaugh, and found 
them nearly as beatable as the Kishkemanettas. They next pro- 



Si 

ceeded to examine very minutely the passage through Chestnut 
ridge, and other parts of these waters, until they reached a small 
branch called the Little Conemaugh, which they represent as 
rocky in places; ' but the whole of this creek,' say they, ' may be 
made navigable by removing the rocks, there being water sufficient 
for the purpose.' They judged the distance or portage from this 
creek to Poplar nai^ which is the head water of the jfuniatn^ to 
be 16 and one quarter miles.* These same gentlemen entered on 
the view of the Juniata on the 6th of September, commencing at 
the mouth of Poplar run. The channel down to Frank's-ok'- 
town. contains a quantity of water, more than sufficient for lock 
navigation, and if it were properly confined, perhaps equal to a 
navigation for flat-bottomi d boats. The water continues plentiful 
through abed rather rocky, down to the Canoe narrows, and thence 
it is increased by other streams, till it reaches a place called the 
Bend, without other material obstructions than fish-dams. In com- 
mon freshes there is a good navigation from Huntingdon to the 
junction of its waters with the Susquehanna; a distance of about 
eighty-six miles, at which time boats with one hundred and se- 
venty barrels of flour descend to a market; and it is navigable also 
on those occasions for good sized flour-boats, as high up as 120 
miles from its mouth. 

The Susquehanna receives the Juniata about thirteen miles above 
Harrisburg, and twenty-three above Middletown, and spreading to 
the breadth of a mile or more, after this great accession of water, 
flows with majesty and beauty until it passes the town of Columbia. 

Thus far this noble river is all that could be wished; thus far 
have we traced it in its flexuous passage, along the shores of an 
extensive region, either cultivated or cultivable, in a distance of 
perhaps one thousand miles, in the whole of which course it is not 
interrupted by a single fall. There are many rapids within its bed; 
but no impediments which a trifling effort of art and small expense 
may not be able to remove, and leave a sufficient depth of water 
at most seasons, for any boats which the trade, the most extended 
may require. But nature, after giving the greatest facilities to the 
navigation of this fine river, from its somxes to the town of Co- 
lumbia, has, a few miles below that town, narrowed its bed, heaped 
rock upon rock, and made a descending voyage perilous in the 
extreme, and by this contraction of its waters and consequent 
rapidity of its current, precipitous banks, and iron bound shores, 
utterly precluded all hope of obtaining a secure ascending navi- 
gation. Mr. Latrobe, who was appointed by the state some years 
ago, to view and report upon the Susquehanna, says in a letter to 

* This portag'e, says Mr. Findley, in his report, might by a canal and locit 
navigation oi the Poplar run branch of Juniata, and the Little Connrmaugli, be 
reduced to a distance not evcceding Cive or six miles, or possibly removed alto- 
ST'-'her by locking the waters of Hoj)lar run, Bob's creek, aud Little Conneinaugh 
into each other, by means of a reservoir near the Biunmit of the Alleghany hill. 

H 



52 

the secretary of the treasury of the United States,* that from 
Smith's fi rry, six miles above Havre de Grace, to Columbia, ' the 
whole extent is one tremendous rapid, although not every where 
of equal velocity, or equally dangerous. Wherever the river 
crosses a valley of limestone or slate, the rocks are worn down 
into a smoother and wider bed; but when it has to cross a ridge 
of granite, its course is immediately broken by irregular masses 
and range of rocks; its bed is narrowed and inclosed by precipices, 
and its torrent furious and winding. After it has passed Jochara 
valley it suddenly contracts and is received into the narrow ravine 
which it has saxved down in the granite hill called Turkey hill. 
From its first entrance into the Turkey hill, to the tide (six miles 
from its mouth at Havre de Grace) there is no part that deserves 
the name of a sheet of smooth water. When the river is full, the 
whole ravine, about half a mile in width, contains only one fu- 
rious torrent, in which few rocks comparatively are to be seen 
above the v/ater; but the danger is not the less, and very skilful 
pilots, and many and stout hands are required to carry a boat or an 
ark safely down. But in the autumn, and in a dry season, the ri- 
ver itself can for six miles scarcely be seen, and its bed appears a 
barren and dry waste of irregular rocks, among which the loud 
roaring of water is only heard: for, from the Turkey hill to near 
the mouth of Conestogo, the whole river is discharged through a 
channel generally about sixty feet wide, in the greatest part of 
which the depth and the rapidity of the torrent is such, that it has 
not been fathomed.' From this description, adds Mr. Latrobe, ' it 
may easily be imagined that if the descent of the river (^from Co- 
lumbia) with boats loaded with produce is dangerous and difficult, 
the ascent must be still more so.' 

Thus much says Mr. Latrobe. As it is of the greatest impor- 
tance to the Philadelphians to be perfectly well informed of the 
obstacles placed in the way of navigation on this river below Mid- 
dletown, so as to appreciate properly the vast advantages to be 
derived to them from these natural and insurmountable impedi- 
ments, I will add to the extracts already made from Mr. Latrobe's 
letter, the report of commissioners appointed by the state last 
year, for the express purpose of examining these difficulties. Be- 
fore I give that report, let me refer, however, to what I have al- 
ready said as to the most advantageous way for Philadelphia to 
participate in, I may say engross the commerce of the Susque- 
hai na. 

The Schuylkill being cleared, the next link, and which may em- 
phatically be called the golden link of the water chain, is across 
from Reading to Middletown. This last village situate at the con- 
fluence of the Swatara and the Susquehanna, is surrounded for 30 
or 40 miles in every direction, by a country the most fertile, the 
most fruitful, and the best cultivated in America; it is a country 

* Gallatin's report upon inland improvement, pag'e 93. 



53 

which may with great propriety be call the Belgium of the Union. 
Through part of this district runs the Swatara, which wiih its 
branch, the Quitapahilla, reaches to within a little more than four 
miles of the head- waters of the Tulpahocken, which empties itself 
into the Schuylkill, just below Reading. Now if the Philadel- 
phians join these waters by finishing a canal already begun, or 
even dig a canal across the whole of Lebanon and Dauphin coun- 
ties, (a distance of only 70 miles) they unite the Schuylkill and 
Susquehanna, and bring to their city the trade of this last river, 
which from the embarrassments at its mouth can never through 
that out-let become extensive; whereas a sale for all manner of 
produce could readily be made at Philadelphia, if the river and 
canal navigation was completed; and the same conveyance would 
furnish the most secure means to the trader to carry home every 
object of traffic with which he might incline to load his boats 

Upon this great geographical advantage, I congratulate Phila- 
delphia. It will give to her market, I repeat it, the exclusive cus- 
tom of a numerous people, inhabiting the upper banks of the Sus- 
quehanna, and who can sell and purchase there as advantageously 
as at any other place in America, while the Middletown canal will 
obviate to them, all the difficulties which nature has thrown in 
their way, at the mouth of that river. Intending hereafter to re- 
turn to the subject of this canal, I proceed to state what was done 
by the gentlemen before ^alluded to. 

Last year, commissioners were appointed by Pennsylvania to 
examine the state of this river, in conjunction with commissioners 
appointed by Maryland. Benjamin R. Morgan, Esq. a gentleman 
well known to this district for his long public services and accu- 
rate acquaintance with every part of the state, was at the head of 
the Pennsylvania commission. At the last session, he and his col- 
leagues reported the following facts in relation to the Susque- 
hanna. 

* *• In pursuance of your joint resolution, passed the 25th of 
March, 1817, and of communications received from the commis- 
sioners appointed by the state of Maryland, we met six of their 
number at Havre de Grace, on the 30th day of June and the first 
day of July; but from the unusual height of the river found it 
would be useless, if not impracticable, to ascend and examine its 
bed. Messrs. Harris, Hallenback and Wilson, were therefore ap- 
pointed to engage at Columbia or elsewhere, a suitable river-boat, 
with at least six hands, properly equipped with ropes, poles and 
oars, and meet the other commissioners of the two states at Port 
Deposit, on the 11th of August, to proceed with them in her to 
Columbia or Harrisburg. The commissioners then adjourned to 
meet at that time and place. 

' On the 14th of August, having been joined by general Winder, 
Messrs. Gale, Couden, Hollingsworth and Jarrett, we proceeded 

* fiez journal oi tjenatc, for session of 1817-11! — page 44. 



54 

with the three former to the mouth of the Maryland canal, and the 
height of water continuing such as to prevent our further ascent 
in the bed of the river, entered the canal, and on the succeeding 
day, reached the upper end of it, making during our progress, such 
obsc rvations on the bed of the river, and collecting such informa- 
tion respecting it as our situation enabled us to do.' 

The commissioners go on to state their difficulties in ascending 
the river, which were so considerable, that though they were in a 
well equipped boat, they did not reach Columbia until the 21st; 
talcing seven days to go fifty miles; and they then proceed thus: 

* The result of our examination of this part of the river, is an 
unanimous opini tn that, any continuation of a canal navigation, 
from the head of that already existing in Maryland to Columbia, 
or the head of Turkey-head falls, is impracticable. In this opinion, 
we believe those of the Maryland commissioners who accompanied 
us, fully concur. 

' 2d. That although the ascending navigation, may, by means 
of towing paths, wing dams, chains, and perhaps in one or two 
places, short canals with locks, be considerably amended, it must 
ahvays remain tedious^ dijfficult and dangerous^ and if even free 
from toll^ more expensive and less eligible than the present land 
carriage from Baltimore, and even from Philadelphia.' This was 
the unanimous opinion of our commissioners. 

The Maryland canal, of which these gentlemen speak, extends 
around the falls, between the Pennsylvania line and tide water. 
The utility of this work, says Mr. Gallatin in his report to con- 
gress, is but very partially felt, whilst the bed of the river remains 
the only communication from its upper extremity to Columbia. 

The canal, 30 feet wide, 3 feet deep, and admitting boats of 20 
tons, is nine miles in length, with a fall of 59 feet.* The descent 
is effected by eight stone locks, each of which is 100 feet in length, 
and 12 feet wide. The water is supplied by the river itself; and 
in order to cross the rivers Conawingo and Octorava, these, by 
means of dams, have been raised ten and twelve feet to the level 
of the canal. 

Its defects consist in the want of sufficient breadth of the locks, 
which do not admit the rafts and wide flat bottom boats, generally 
used in bringing down the country produce, and in want of water 
at the lower end of the canal. The annual tolls have not yet 
amounted to one thousand dollars, whilst the expenses are 
stated at tzvelve hundred; and the capital expended^ at 250,000 
dollars!! 

This canal has lately been sold, I understand, to a gentleman of 
Baltimore, for much less than one half its cost.f 

But to return to the commissioners. Those gentlemen next 
give an account of their further progress up the river, until they 

* The whole fall from Columbia to tide water, in a distance of about 50 miles, 
is 140 feet. 

f This must always be a bad stock, owing to the frightful hazards which boats 
encounter below Columbia. 



55 

reached Northumberland, where the waters of the two great 
branches mtet, and they then proceed thus: 

* From the very attentive view we have taken of this part of the 
river, (that is, from Columbia to Northumberland) and the inti- 
mate knowledge some of us possess, as well of the advantages as 
the obstructions and difficulties attendant on its navigation, we are 
impressed with a thorough conviction that there is no part of the 
internal communicutions of this stute^ which can be more effec- 
tually improved at so small an expense^ probably not exceeding 
the losses that may occur in a single year, if the river is permitted 
to continue in its present imperfect state of improvement; nor can 
we, impressed as we are, with the importance of the great and in- 
creasing-population and trade of the northern and western branches 
of the Susquehanna, forbear recommending them to early and ef- 
fectual legislative attention, as they appear to us intimately con- 
nected with the objects, although not specifically embraced by 
the words of the resolution appointing us, and susceptible of great 
improvement at a comparatively small expense.' 

' We recommend a division of the different parts of the river 
into the following sections, the improvement of each to be entrus- 
ted to separate agents and contractors, viz. 

Section 1. Columbia to mouth of Juniata. 

2. Mouth of Juniata to Northumberland. 

3. Northumberland to Wilkesbarre. 

4. Wilkesbarre to Tioga Point. 

5. Northumberland to mouth of Anderson's creek in 

Clearfield county.' * 

The commissioners then give in detail the sums required for 
this important object. I dare say, the reader is prepared to see a 
column of some hundred thousands of dollars! Let him peruse 
the following official return made, as the commissioners say, ' with 
great care, and with the aid of persons well acquainted with the 
river, and consulted by them;' a return which I give here less in 
detail than they have done, by omitting, for the sake of brevity, 
the minute divisions into which they have separated each section. 
The commissioners state, that from the little Conewago, a few 
miles above Columbia, to Shamoken ripples, near Sunbury, the 
totality required is - - - - - 8,100 

NORTH BRANCH. 
From Crook's ripples to Tioga Point, - - 6,900 

wp:st branch. 

From Scott's ripples to Anderson's creek, - - 3,780 
Superintendance and contingencies, - - . 1,500 



S20,280 



Twenty thousand two hundred and eighty dollars for the im- 
provement of the navigation of a river from Columbia upwards, 
which with its ramifications extends at least one thousand miles! 



56 

and that too through a fine fertile country, wanting nothing to peo- 
ple it with roimsc farmers, but a good safe road to market!! That 
road the Philadelphians can and will open. Need I repeat that it 
lies between Middletown and Reading. 

Having shown, I think, in the fullest manner, the vast value of 
the Susquehanna; the goodness of its navigation above the Co- 
lumbia, and the badness of it below that town, it remains to speak 
a little more at large of the practicability of turning its waters 
towards those of the Delaware, as well as to consider generally 
the preeminent advantages which we possess for monopolizing not 
only the trade of that river, but also of the lakes and western wa- 
ters; for, *•• within the whole habitable globe, there is not a coun- 
try, of equal dimensions, which offers to its industrious inhabi- 
tants more resources of wealth, independence and happiness, than 
Pennsylvania; considering the salubrity of climate, the fertility of 
soil, and the means of communication by the inland navigation of 
our great rivers and their numerous branches, embracing and in- 
terlocking with each other, and spreading themselves (up to their 
sources) through all parts of the state; and forming ivater com- 
munications by sundry routes, from the tide rvaters of the Dela- 
ware and the Atlantic^ to the great lakes and extreme bounds of 
the United States.' 

The canal which is to connect the Schuylkill and Susquehanna 
navigation is, as I have several times observed before, the chief 
link of this vast chain, and is a work which ought to be speedily 
executed. Surveyors are at present occupied in revising former 
explorations. Upon their care and accuracy very much depends; 
perhaps the future fate of Philadelphia. The business, however, 
is in good hands, and in order to throw as much light as possible 
upon this extremely important section, I will examine the subject, 

1st. As to its practicability. 

2. Estimate of cost. 

3. Supply of water on summit level. 

4. Trade and tolls. 

5. Comparative expense between land and water carriage. 

1st. Its practicability. 
The ground between the Schuylkill and Susquehanna, along the 
Tulpahockon and Quitapahilla, was explored in the year 1790, by 
Messrs. Timothy Matlack, Samuel Maclay and John Adlum, in 
pursuance of a vote of the general assembly, and the report of 
these gentlemen, which is full and copious, may be seen in an ap- 
pendix to the Journal of the House of Representatives, for 
1815-16. They speak very favourably of the streams which they 
examined; which are represented as susceptible of easy improve- 
ment by the usual method of contracting the channels. 

* Report of Schuylkill and tiusquehanna canal company in the year 1794, to 
general assemblr. 



S7 

*But the summit level, or middle ground, between the head 
waters ot the Quitapahilla near Lebanon, and those of Tulpa- 
hocken near Myer's town, (a distance of about four miles and a 
half) had been examined and levelled even before this. As far 
back as the year 1770, a committee appointed by the American 
Philosophical society, attended with precision to that business, and 
were followed some time after by David and Benjamin Ritten- 
house, Mr. Matlack, Mr. Adlum, and others, who all agreed in 
the results of their work, respecting the proper tract of the canal. 

These gentlemen were succeeded by Mr. William Weston, son- 
in-law of the Duke of Bridgewater's famous engineer Brindley^ 
who had been induced to leave England upon the promise of a 
salary of 1500/sterl. per annum, to be continued to him for seven 
years. This gentleman, who had directed the execution of some 
of the principal canals in England, and whose great abilities, ac- 
tivity and experience in all the branches of his department, me- 
rited and obtained the entire confidence of those who employed 
him, repaired to the ground marked out for the canal, immedi- 
ately after his arrival at Philadelphia, and the following was his 
written opinion upon this first survey: ' From such a view as the 
time and the season of the year (month of February) would per- 
mit me to take of the canal through the middle ground near Le- 
banon, I have little doubt but the most favourable line has been 
adopted.' Mr. W^eston, in a subsequent report to the managers 
of the Schuylkill and Susquehaima navigation, goes at large into 
an examination of the propriety of connecting the two rivers Tul- 
pehocken and Quitapahilla by a canal, or of making a canal along- 
side of these I'ivers from Reading to Middletown, so as to use 
their waters as feeders to the canal rather than improve them in 
their natural channel. Both plans are submitted by him, how- 
ever, and left to the managers to decide upon. He inclines to fa- 
vour the long canal; but no where does he deny the practicability 
of uniting along this route the waters of the Schuylkill with those 
of the Susquehanna. That the work is capable of being exe- 
cuted, does not then admit of a doubt. Let us next consider, 

2dly, The estimated cost. 

Whole cost from Lebanon to Schuylkill, as estimated by Mr. 
Weston,! including purchase of land, mills, water, &c. 38 miles, 
at 18,666 67 per mile, - - S709,333 Z3 

From Lebanon to Susquehanna, 32 miles, at 16,000 

per mile, _ . - . 512,000 00 



§1,221,333 33 



* Historical account of canal naviaration in Pennsylvania. 

f The worli done on this route under Mr. Weston's superintendance, fell 
short of his estimate in its actual cost, about eight thousand dollars; a strong 
proof of his good judgment. 



58 

If instead of a canal navigation along the margin of the rivers, 
the beds of the said rivers, wherever they can be made safe and 
permanent, should be adopted, the expense may possibly be found 
less. It should be noted too, that a great deal of land has already 
been paid for as well as all the water rights on the summit level, 
and three miles and five locks of the canal finished; all which be- 
long to the present Union Canal company. 

Zdly. Supply of -water on summit level. 
This supply is ample, according to actual measurement, as is 
verified by Mr. Weston on the 5th February, 1793, who speaks 
thus on this very essential point: ' The first and most important 
obj( ct is a due and adequate supply of water. I judged it expe- 
dient to examine the various springs which are to supply the sum- 
mit of the canal. It is very apparent they may be conducted into 
the canal with great ease. The springs were lower than when 
gaugtd last summer. It will be needless to say any thing further 
on this subject, as Dr. Smith will deliver to the committee a cal- 
culation of the number of lock-fulls of water they yield in twenty- 
four hours; which seems to have been made with great care* and 
attention. This, I apprehend, will be adequate to the trade that 
may reasonably be supposed to pass over the summit, making pro- 
per allowance for exhalation and leakage. Suppose the crown 
level 3 1-2 miles in length, the extra depth 4 feet, the mean width 
32 feet, it will contain 2,365,440 cubic feet of water, which, at 
3,420 cubic feet to a lock, will give 691 locks full.' 
4thly. Trade and tolls.] 

1. Taking the extent of country on an average width of 10 miles 
on each side of the canal from Reading to Middletoivn^ the dis- 
tance being 55 miles by a straight course, we shall have 1100 
square miles, or 704,000 acres; and taking each plantation at 
320 acres, we have 22<30 plantations. Supposing each planta- 
tion to cultivate 40 acres of grain, at 15 bushels per acre, the 
total produce will amount to 1,320,000 bushels, which, at 57 lb. 
per bushel, gives 37,620 tons; and taking the average tonnage 
at half the length of the canal, or Z5 miles, according to its va- 
rious windings, it amounts to, at 6 1-4 cents per ton per 
mile, ..... g82,293 75 

2. The produce of the extensive country bordering 
on the navigable waters of the Susquehanna and 
its numerous branches, is at present very great; 
but in a few years, particularly if this canal should 
be perfected, it will, from the natural increase of 
population, and the rapid manner in which vacant 
lands must settle, from the certainty that will then 

* I refer those who wish to see the particulars oi this calculation, to pag-e 70 
of the Hiiton of Canal iSavigatiou in Pennsylvania, where a very exact table 
may be found. 

f See pag'e 62 of the same. 



59 

Amount brought up, - - - . 82,293 75 

exist ol having always a good road to a good mar- 
ket, augment bLVond all bounds of calculation. It 
was estimated in 1793, at 600,000 bushels. Those 
districts contain now more than double the inha- 
bitants they did then, so that 1,200,000 bushels, 
or 32,142 tons is a moderate calculation; particu- 
larlv if we take into view the improvement in 
farming; and as the distance is 70 miles, the ton- 
nage will amount to 4 dollars ^7 cents per ton. 142,460 54 

3. Back carriage, consisting of salt^ groceries^ li- 
quors^ and various kinds of European and do- 
mestic manufactures; this it is supposed will bring 
one-fourth oi the ?ihove, ... 56,188 57 

4. Exclusive of grain, &c. there will be transported 
vast quantities of lime^ plaster of par in ^ timber 
for building, coals, firewood^ iron, stone, bricks^ 
&c. which may safely be put at one-tenth of the 

two first articles. - - - . 22,475 42 



S303,418 28 

Besides the above annual income, the stockholders will derive 
great emolument from the seats for water-works, &c. But as the 
expenses, both current and contingent, will be heavy, this item, 
together with a large deduction from the foregoing sums may be 
set aside to meet them. 

Taking the cost of the canal for 70 miles at the full amount stated 
by Mr. Weston, which is about Si, 200,000; and supposing the 
nett income from the above items to be only 240,000 dollars, we 
shall see this canal yielding at once to the stockholders a divide nd 
of 20 per cent, per annum. The rapid increase of the country 
would soon carry that dividend to the extent allowed by law, 
which to the Union Canal company is 25 per cent. 

It now remains to consider, 
Sthly. The comparative expense between land and water carriage. 

WATER CARRF.AGE. LAND CARRIAGE. 

From Middletown to Phila- From Middletown to Phi- 

delphia, 70 miles by canal ladelphia by land 90 

and 62 by Schuylkill, make 132 miles miles. 

Toll ou 20 tons of produce at 20 tons at 1 dollar per hun- 

6 I -4 cents per mile, $165 00 dred, - - $400 00 

■ days p 00 
2 00 

70mle W»»'«r'^e 2 00 

) boat lure I 50 

Frei<^bt of j^oods down 
Schuylkill, 26 30 

35 00 

$200 00 



Hauling ) I man 3 c 
20 tons \ 1 ^oy — 



60 

It appears, then, that by land the expense is double the cost of 
water carnage, while the latter saves a great deal in breakage, and 
conveys property in greater security. The water expense too, is 
unusually high, as I have put it, on account of the large allowance 
made for the river navigation of the Schuylkill, where no horses 
will be used in all probability, and the boats will require a strong 
crew to pole up against the stream. In a long continued line of 
well established canals, these expenses would be much less: as 
it is, we find the transport half the cost,* and performed with 
one horse and five men and a boy at most, whilst by land the 
same goods would require at least 15 men and 60 horses. So 
that 9 or 10 able bodied farmers and 59 horses might, upon the 
simple carriage of 20 tons of produce, be turned from the toils of 
the road to the much more useful labours of husbandry. For 
further particulars upon this subject, which is becoming so inter- 
esting to us all, I refer the reader to ' The Historical Account of 
the Progress of Canal Navigation in Pennsylvania,' a book from 
which I could very profitably borrow more than I have done, did 
my limits admit of it. 

If we reach the Susquehanna by the route indicated on the 
map; that is to say, through the country lying between Reading 
and Middletown, we shall be below all the large tributary streams 
of that river, and have greatly the advantage of those who may 
attempt to cut a passage eidier from the Lehigh to VVilkesbarre or 
Bcrvv'ick, or from the head waters of the Schuylkill to the mouth of 
the Mahonoy. I'his latter route offers, however, some tempta- 
tions; for the distance from the uppermost dam erected on the 
Schuylkill, to a saw mill on the Mahonoy creek, is only eleven 
miles. That mill stands about twenty miles from the mouth of 
the creek, which empties into the Susquehanna ten miles below 
Sunbury; and of course this r©ute would have the advantage of 
the waters and commerce of the two great branches of that river.f 
It is said that the waters of this creek can be rendered naviga- 
ble for several miles above the mill, and that from the head of 
the Mahonoy to a small creek that empties into Mill'Creek, (which 
is a branch of the Schuylkill) the distance is short and the inter- 
vening ground low and level. This route, therefore, is well 
worthy of examination; and it is believed that the managers of 
the Schuylkill navigation have explored it this summer, as well 
as the one which leads from the northern branch of that river 
over to Berwick. 

Our undivided efforts at present, however, had better be direct- 
ed to the Middletown canal; because it takes in all the great wa- 
ters of the Susquehanna, and offers the shortest route to Pitts- 
burg. The course is distinctly marked on the map, and is as fol- 
lows: 

* If team-boats are employed on a river where coal is so abundant as here, 
the 'iesi^at'-h will be greater and the expense much less. 

f Letter from John Keating, Esq. 



61 

On leaving Micldletown we ascend 23 miles against a gentle 
current, to the moutia of the Jiunuta. This is a large river, and 
may, with few improvements, be easily ascended at all seasons of 
the year, when not frozen, to Poplar run; from the head waters of 
which, to those of the Connemaugh, there is a portage of sixteen 
miles; and down the Connemaugh to the Alleghany, the water- 
route is perfectly practicable, as we have seen; and once arrived 
at the Alleghany the navigation is good into the Ohio and all the 
vast waters of the west. Some idea of the importance of the 
trade over this portage, even with its present embarrassments, 
may be formed from the following fact; 

* From the 5th of March, to the 10th of May last, there passed 
down the Connemaugh river to Pittsburgh, 59 flat-bottomed boats, 
loaded with bar iron, salt, and store goods, y;or/z Philadelphia; and 
each boat carrying from 20 to 40 tons burthen. 

No. 1. 
The distance from Philadelphia to Pittsburg by this route, is 
the following number of miles, omitting the chains: 

From the tide water of Delaware at Philadelphia to the 

Tulpahocken - - - - 61 miles. 

Up the Tulpahocken to the canal laid out and com- 
menced - - - - 37 
Length of the canal and summit level - _ 4 
Navigation of the Quitapahilla creek to the S^vatara 15 
Down the Swatara river to the Susquehanna - 23 
Up Susquehanna to Juniata - - - - 23 
Up Juniata to Huntingdon - - - 86 
Up Juniata from Huntingdon to Poplar run - 42 
Portage to the Little Connemaugh - _ . 15 
Down Little Connemaugh to Stoney creek - 18 
Down the main Connemaugh and Kiskemanettas to 

Alleghany river - - - - - 69 

Down Alleghany to Pittsburg at the confluence of 
the Ohio ----- - 29 

Miles — 4-23 

No. 2. 
When arrived at the mouth of the Kiskemanettas, the trader can 
turn to the right, if he pleases, and reach lake Erie, at the town 
of Erie, in the following manner, and by the following distances: 
From Philadelphia to the junction of the Kiskemanettas 

and the Alleghany, as above - - - 394 miles. 

Up the Alleghany to French creek - - 83 

L^p French creek to Le Boexijf - - - 65 

Portage from Le Boeuff X.o the town of Erie - 15 

Miles— 557 



Pittsburg Gazette. 



62 

No. 3. 

The next route from Philadelphia to Pittsburg is much longer, 
and also distinctly marked on the map as follows: 
From Philadelphia to Middletown, or Swatara, as 

above . - - . _ . _ 140 miles. 

Up Susquehanna to the west branch at Sunbury 65 

Ujj the west branch to the mouth of Sinnemahoning 106 
Up Sinnemahoning to the Forks - - - 15 

Up the west branch of Sinnemahoning - - 24 

Portage to Little Toby's creek - - - 14 

Down Little Toby's creek to the main branch 10 

Down the main branch of 1 oby's creek to the Al- 
leghany -.-_._- 70 
Down the Alleghany to Pittsburg - - - 74 

Miles — 5 1 8 

The trader can arrive at lake Erie by two passages, via this 
course: as may be seen by tracing the following statements on the 
map: 

No. 4. 

From Philadelphia to the forks of Sinnemahoning as 

before . _ . _ _ 326 miles. 

Up the north branch of the Sinnemanoning - 19 

By the portage to the head of Alleghany river 23 

Down Alleghany river (partly through New York 

State) to the mouth of Conewango - - 76 

Up Conewango to New- York line 11 miles — thence "| 
up the same through the state of New- York, 17 S> 28 
miles to Chatoughque lake - - - J 

Across Chatoughque lake to its head - - 17 

Portage to lake Erie at the mouth of Chatoughque 

creek - - - _ . 9 

Along lake Erie to the town of Erie - - 25 

Miles— 523 

A part of the foregoing route is through the state of New- York, 
and is the shortest from Philadelphia. — 1 have already shown by 
No. 2, that by going a few miles further, that lake may be reached 
without entering the state of New- York, and by portages one mile 
less; and I will now give the second route alluded to above, which 
is also wholly through our own state. It is as follows: 



63 

No. 5. 
From Philadelphia to the junction of Toby's creek, 

as already stated . . . - . 444 miles. 

Up the Alleghany to French creek - - 33 

Up French creek and the portage to Erie - 81 

Miles— 560 

From all these views, it results: 

1. That the distance to Pittsburgh by the Juniata is 423 miles, 
with 16 miles portage from the Susquehanna. — 

2. That the distance to Pittsburg by the rvest branch of the Sus- 
qxiehanna is 518 miles, with 14 miles portage from ditto. — 

3* i hat the distance to the town of Erie, on the lake of that name, 
by the Juniata is 55 7 miles, with a portage ot 31 miles from 
the Susquehanna. 

4. That the distance to the same town, by Chatoughque is 523 miles, 
with a portage of 3 i miles from ditto, and, 

5. T hat the distance to that town, by the west branch of the Sin- 
nemahoning is 560 miles, with 29 miles portage from ditto. 
The next point to consider is, the advantage which one course 

may have over the other, with reference to the two routes lead- 
ing from Middletown to Pittsburg. There are conflicting opinions 
upon the subject: future surveys must settle the point. Meantime 
I give to the reader what I have collected. 

We have se'. n that the commissioners appointed to examine the 
head waters of the interlocking rivers of the west branch of Sus- 
quehanna and Toby's creek, and the Juniata and Connemaugh, con- 
curred in recommending the two latter as the best connecting 
route; and the preference as to distance too, is much in its favour; 
for here, as No.' 1 will show, Pittsburg is only 423 miles from tis; 
the course being almost due west; whereas, in the former, as may 
be seen by No. 3, the distance to th:'.t city is 518, on account of 
the great sweep to the northwest, which the Sinnemahoning and 
Little Toby's route occasion. — The expense over the shortest route 
(by the Juniata) has been estimated by the aforesaid commission- 
ers at 108,000 dollars only. Whether this included a full estimate 
of lock navigation, and cutting through or round the hills, or oth- 
erwise surmounting the difficulties which lie between the union of 
the two waters, 1 much doubt. Future surveys alone can ascer- 
tain this fact.* 

* While on the subject of the Juniata, it may be well to notice the Bacetown 
branch of that river. Bj* a fflancc at the map it will be seen that this branch is 
extremely tortuous: 1 will add that it is a good deal obstructed by dams. Yet 
I h:ive seen large arcs, four miles aliove Bedford, prepared to receive a load of 
wheat, hazard the passage of these dams, wmd round its numerous curvatures, 
and encounter the frightful dangers below Columbia, in search of a market! 
How soon would these dams be kvellcd, and how m.uch would the number of 
these '.lie . increase, if a safe aavigdtiua was opened for them through the Mid- 
dletown canal to Philadelphia? 



64 

The west branch is preferred by some, without, however, denying 
the practicability ot the Juniata route. Mr. Charles Treziyulny,the 
same gentleman who surveyed the ground between the Tioga and 
Seneca lake, in company with Mr. Brooks last year, wrote thus 
upon this subject, to the chairman of the committee of roads and 
inland navigation. 

Harris burg ^ March 9, 1818. 
Dear Sir, 

In answer to your inquiries, I can say, that I have no doubt 
of the practicability of connecting the head- waters of the branches 
of the Susquehanna and those of the Alleghany. I have frequently 
been, at various seasons of the year, upon the ridges which sepa- 
rate the waters of the Juniata from that of the Connemaugh branch 
of the Alleghany, and have always been of opinion that there is a 
sufficiency of water, tp make a reservoir upon the summit level, 
adequate to the feeding of a canal to connect the eastern and 
western waters. The highest part of the ridges is well supplied 
with natural springs and rivulets. But it appears to me further, 
that a far easier connexion could be effected, and at much less ex- 
pense, with the west branch of the Susquehanna, Anderson's and 
Sandylick creeks.* 

The last mentioned creeks being m all seasons of the year plen- 
tifully supplied with water, and at the points of separation, there 
are numbers of other streams in the vicinity which could be con- 
nected, for the purpose of feeding an elevated reservior. 

The levelling and surveying of such parts will be the only means 
of ascertaining the true state with certainty. 

I am respectfully. Sir, 

Your humble servant, 
CHARLES TREZIYULNY. 
William Lehman, Esq. Chairman of the Com- 
mittee of Roads and Inland Navigation. 

By this letter, Mr. Treziyulny thinks, that the route to the north 
of the Juniata, and which may be seen in the map, is not only easier 
of execution, better supplied with streams for a reservoir, but can 
be executed cheaper, than that from the liead-waters of the Juniata. 
If that be the case, it shows how very little the cost will be, since the 
estimate of the expenses from the Juniata to the canoe place on 
the Connemaugh is only 108,000 dollars, as already observed. 

The dividing ground to the west, between the Alleghany river 
and Susquehanna, is not so high as has been oveixome even in 
America. Mr. Treziyulny's letter upon the union of the waters 
in question, is perfectly satisfactory; but even if the hills were 
higher, and without water to form reservoirs, Mr. Fulton was of 
opinion that they might be passed. His words are these: 

* Head-waters of west branch. 



65 

* ' Should doubts arise on this part of the plan, I beg leave to 
assure you, that there is no difficulty in carrying canals over our 
highest mountains, and even where nature has denied us water. 
For water is always to be found in the valle} s, and the canal can 
be constructed to the foot of the mountain, carrying the water to 
that situation. Should there be no water on the mountain or its 
sides, there will be wood or coals; either or both of which can be 
brought cheap to the works, by means of the canal. Then with 
steam engines, the upper ponds of the canals, f can be filled trom 
the lower levels, and with the engines the boats can, on inclined 
planes, be drawn from the lower to the upper canal. For this 
mode of operating, it is necessary to have small boats of six tons 
each. As the steam engines are to draw up and let down the 
boats on inclined planes, no water is drawn for the upper level of 
the canal, as when locks are used; consequently when the upper 
ponds have been filled, it is only necessary that the engine should 
supply leakage and evaporation. There is another mode of sup- 
plying the leakage and evaporation of the higher levels: on the 
tops and sides of mountains, there are hollows or ravines, which 
can be banked at the lower extremity, thus forming a reservoir to 
catch the rain or melted snow. From such reservoirs the ponds 
of canals can be replenished in the dry months of summer. This 
mode of reserving water is in practice in England for canals, and 
in Spain for irrigation. In this manner I will suppose it necessary 
to pass a mountain 800 feet high; then four inclined planes of 200 
feet rise, would gain the summit, and four would descend on the 
other side. Total, eight inclined planes and eight steam engines. 
Each steam engine of 12 horse power, would cost about ten thou- 
sand dollars: in all 80,000. Each would burn about 12 bushels of 
coal in 12 hours, or 96 bushels for the eight engines for one day's 
work. 

The coals in such situations may be estimated at 12 cents a 
bushel; or, - - - - - SU 52 

At each engine and inclined plane, there must be five 
men — total, forty men at one dollar each, - - 40 



Total, S 51 52 

' For this sum they could pass five hundred tons in one day over 
the eight inclined planes, which for each ton, is only ten cents. 
Suppose the mountain to be tAventy miles wide, boating for each 
ton would cost twenty cents; making a total of thirty cents per 
ton.' 

•'■■ See Mr. Fulton's letter to Mr. Gallatin, in liis report upon inland improve- 
ments. 

f As may be seen every doy at the Fair- Mount woriis on the Sc'iuylkill, where 
a single engine throws U() more ttian one million gallons of water in 20 hours, for 
the supply of the city, a height of more than t>t> feet. 



66 

This great man estimated the cost of transportation, with an 
average of rough country, at six doUars per ton for 1200 miles by 
canals^ perhaps by river navigation, aided incidentally only by ar- 
tificial cuts, it may be brought nearly as cheap. But suppose it 
should amount to double, we might have, with the inland openings 
which the physical construction of Pennsylvania invites us to make, 
a ton of goods brought from the Mandan villages,* sixteen hund- 
red miles up the Missouri, to the Philadelphia market, at less cost 
than we now send two hundred weight by land to Pittsburg! That 
is to say, three thousand one hundred and twenty-three miles by 
■water, ten times cheaper than three hundred by land! more espe- 
cially if steam-boat transportation should get into general use in 
connexion with the canal-boats. 

This Missouri commerce, although certain, is yet remote. It is 
well enough, however, to consider frequently, the vast extent to 
which our hydrographical capabilities can take us. 

In a former page, when describing the north east branch of the 
Susquehanna, I endeavoured to show the facilities which the ra- 
mifications of that branch, together with the opening of a water 
communication between Newtown and Seneca lake, would give 
to the trader, for conveying from the very interior of New York, 
as well as from the Genesee lakes, and lake Ontario, every 
kind of produce which can be spared: I now beg leave to draw the 
attention of the reader to the advantage Philadelphia possesses 
over New York city, both in distance and mode of conveyance; 
and I acknowledge myself indebted, for these items to a pamphlet 
lately published, and full of useful information upon the internal 
improvement of this state, ascribed to Mr. Samuel Mifflin, whose 
activity and zeal in the promotion of these great concerns, merit 
the thanks of the community. 

FIRST ROUTE TO NEW YORK. 

Geneva to Albany, land, . _ « 192 miles. 

Albany, by water to New York, - - 165 



Z57 



On this route there is a land carriage of nearly two hundred 
miles. 

SECOND ROUTE TO NEW YORK. 

Geneva to Oneida lake, water, - - 90 miles. 

Oneida lake to the Mohawk falls, water, - 109 

Mohawk falls to Schenectady, water, - 56 

255 

* Sixteen hundred miles dowa the iVIissoiiri — eleven hundred up the Oiiio to 
Pittsburisrh — four hund-^ed and ivventy-three 'Vo i Pittsburg-h to Philadelphia by 
water. Total, three thousand one hundred and twenty-three. 



67 

Number of miles brought up, - - - 255 

Schenectady to Albany, land, - - 15 

Albany to New York, water, - - 165 

435 



ROUTE TO PHILADELPHIA BY MIDDLETOWN 

CANAL. 

From Geneva to Newtown, down the canal in agitation between 

*Elmira and Seneca lake, - - 45 miles. 

From Newtown or Elniira to Tioga Point, 18 

From Tioga Point to Berwick, - - 121 

From Berwick to Middletown, - -75 

From Middletown to Schuylkill at Reading, - 65 

From Reading to Philadelphia, - -55 

379 



From Geneva to New York is then by a bad navigation and fif- 
teen miles of land, four hundred and thirty-five miles; whereas the 
distance all the way^ by an excellent water route^\ will be from Ge- 
neva to Philadelphia only three hundred and seventy-nine miles: 
difference in favour of Philadelphia, fifty -six miles. 

Besides, the Susquehanna extends to some of the finest western 
counties of New York, and even as far as Lake Otsego, or within 
ten miles of the JMohawk, and is then sixty miles nearer Lake On- 
tario than the tide water of the Hudson; another branch of this ri- 
ver may be ascended as far as Bath, in Steuben county. New York; 
from whence the portage to Crooked lake is not ten miles, and 
from this lake to Ontario there is an uninterrupted water communi- 
cation. 

It is well known that the people inhabiting the western counties 
of New York, look to Philadelphia as to their geographical mar- 
ket. :|:Mr. Church has written and laboured hard with the influ- 
ential men of this state, to get the waters which do or can be made 
to lead to our city, cleared of their obstructions. The time is now 
come, when this great business is about to be accomplished. 

The following letters, upon this subject, do honour to the parties, 
particularly to the liberality of governor Clinton, who seems to me 
to imply that Pennsylvania is the route through which the produce 
of the western counties of New York should pass. 

* The land part of this route has been surveyed, as alreadj mentiooeci, and is 
about 21 miles long. Jt can be converted into a canal at an expense of about 
500,000 dollars, or into a rail-road at a much cheaper rate. This last may be 
found most feasible, on account of the long; winters of that country, during wliich 
the canal would be useless; whereas a rail-road, on which one horse may draw 
four tons, would be in permanent use. 

t if the canal scheme is adopted. 

i A large landholder near Seneca lake. 

K 



68 

Copy of a letter from the Gorernor of Pennsylvania to the Governor of New 

York. 

Harrisburg, September 3, 1817. 

Sir, 

For obvious reasons, I take the liberty to transmit to your ex- 
cellency, a copy of an act passed by the legislature of Pennsylva- 
nia at their last session, under the authority of which I have ap- 
pointed Robert Brooke and Charles Treziyulny, esquires, commis- 
sioners. Those gentlemen have fixed on the 29th of the present 
month, to meet at the head of the Seneca lake, for the purpose of 
performing the duties contemplated by the law. 

I anticipate no objection to a co-operation on the part of this 
State, to carry into effect some portion of the vast internal im- 
provements, contemplated by the enterprizing and liberal legisla- 
ture of the state over which you preside. Should, however, any 
present themselves to your mind, or should your excellency have 
any suggestions to make on the subject, I shall feel gratified by an 
early answer to this letter. 

1 have the honour to be. 

With high consideration and respect, 
Your obedient servant, 

SIMON SNYDER. 

His excellency De Witt Clinton, Esq. 
Governor of the State of New York. 

Governor Clinton's Answer. 

Albany, 2lOth September, 1817. 
Sir, 

My absence from this place, has prevented an earlier reply 
to your excellency's communication of the 3d instant. 

The measures adopted by Pennsylvania to connect the waters of 
the Seneca lake and Tioga river, exhibit an intelligent, enterprizing 
and patriotic spirit; and the benefits which will arise from the ex- 
ecution of the plan, will be experienced in the creation of an exten- 
sive inland trade, and in the consequent encouragement of agri- 
culture, commerce, and manufactures. The obvious tendency of 
this measure is to facilitate the transportation of commodities from 
this to neighbouring states. From a full persuasion that the pros- 
perity of our country will be best advanced by multiplying the 
markets for our productions, and by an intimate and beneficial 
connexion between the different members of the confederacy, I 
consider it a sacred duty to overlook local considerations, and to 
promote, to the utmost of my power, this, and every other plan, 
which may be subservient to these important objects. And I che- 
rish, with confidence, the opinion, that the state over which you 
preside will, under the influence of an enlightened public spirit, 
co-operate with this state in promoting our contemplated naviga- 
ble communication between the northern and western lakes and the 
Atlantic ocean. 



69 

Under this impression, I now transmit to your excellency the 
official report of the canal commissioners, and the acts of the le- 
gislature of this state on this subject. 
I have the honour to be, 
Very respectfully, 

Your most obedient servant, 

DE WITT CLINTON. 

Governor Snyder. 

Both these letters allude to the efforts making by the state of 
New York, to possess itsdf of the northern and western trade. — 
Her efforts, and those of Maryland ought to stimulate Pennsyl- 
vania, and particularly Philadelphia, to take immediate measures 
for the security in perpetuity of those advantaged which nature 
has given to them; and in adverting to these rival attempts, I 
cannot discuss the subject better than by quoting the language 
and sentiments of the committee on roads and inland navigation,* 
of last session. 

* 1. Pennsylvania, (possessed of rivers, the impediments of which, 
as experience proves, may be passed by short canals and locks) re- 
quires an artificial channel of about sixty or sixty-five milts in 
length; whereas New York requires an artificial channel three hun- 
dred and twenly-st ven miles in length. 

* 2. In Pennsylvania the same boat will answer for the whole 
route, whenever the rivers are united by canals and locks, or ca- 
nals and inclined planes, and consequently no unlading or deten- 
tion will take place; whereas, on the route from New York to the 
Ohio river, the boat which navigates the Hudson river, will not 
suit the canal; and the boat which navigates the canal will not be 
adapted to lake Erie, and a fourth boat will be necessary for the 
Alleghany river, and the canal which connects that river with the 
lake. 

* 3. The boats on the Pennsylvania route, may, throughout the 
whole extent, if they are not driven by machinery, be propelled by 
poling or rowing: and thus a more certain calculation may be made 
as to time. 

* 4. On the Pennsylvania route, the distance from the commer- 
cial city (Philadelphia) on the Atlantic waters, to the banks of the 
Ohio, will be but little more than four hundred miles; whereas on 
the New York route, it will be about seven hundred and fifty miles, 
Philadelphia will consequently afford a more speedy and less pre- 
carious market, and a quicker communication by mail. 

* 5. The frequent unlading and warehousing on the New York 
route, will give opportunities of pilfering; an evil considered of 
great magnitude in Europe, and which the change of manners 
which is taking place in this country, will render of great magni- 
tude here. 



* Journal, House oi Kepreseaiauves, 1817-16 — ^/age4iy. 



70 

' 6. Nearly the whole of the Pennsylvania route will be through 
the richest parts of the country, along the banks of rivers already 
improved and peopled, affording conveniencies and comforts, 
which many parts of the New York route cannot for a long period 
possess. 

* 7. Pasture last longer in Pennsylvania than in New York, and 
there will not be as long an interruption by ice; (the difference in 
the course of the year being computed at two months in favour of 
Pennsylvania) which, in connexion with the great length of the 
New York route, will render a communication difficult in the spring 
and autumn; the most natural seasons for communication.' 

So much for our advantages over New York. Let us now con- 
sider how we stand with Baltimore, — what is our present situ- 
ation? No water communication with the Susquehanna, and a hea- 
vy toll to pay upon a road three hundred miles long! It does not 
require the gift of prophecy to foretell, that if we remain idle un- 
der such circumstances, Baltimore will acquire very soon a superi- 
ority over us; nay, I will boldly aver, that the trade from the Ohio, 
through its usual overland route^ will wholly leave Philadelphia in 
a few years; and, 

1. Because Baltimore is nearer to that river by ninety miles, 
over the new national road, tollfree^ from Wheeling to Cumber- 
land, and will of course supply the western states with all light 
Atlantic luxuries, much cheaper than w^e can; and, 

2. Because the steam boats on the Mississippi and its tributary 
streams, and which are already numerous and susceptible of any 
increase, will transport all articles of bulk from New Orleans at a 
less rate than can be done by us. 

To counteract these threatened evils, we must furnish a cheaper 
water intercourse, by some of the routes hinted at; and knowing 
as we do the natural impediments which the lower part of the 
Susquehanna offers to a communication with Baltimore, we can 
with certainty monopolize the whole of the commerce of the 
western waters. But we must make our way to the Susquehanna, 
and thence to the Alleghany first; and we must go about it soon 

* This national road is marked on the map, and is seventy-two miles long. It 
is constructed (and constructing) of the most solid materials, and is supposed to 
be very superior to any turnpike or other road in America. A line of stages now 
runs three times a week, by the way of this road, from Baltimore and Washing- 
ton. The distance from Baltimore to Wheeling is about 270 miles: the stage runs 
it in five days. There is now established in Baltimore, a complete uninterrupted 
stage communication to Louisville, in Kent'icky. I will add to this note, that the 
Baftimoreans, deservedly famed for their enterprize, are getting surveys made 
of the Codorus and Cone joag-o streams, in order to ascertain the practicability 
of carrying a water route from York-haven, at the mouth of the Conewa^o, all 
the way to Baltimore, and thus at once dispense with the mouth of the Susque- 
hanna, by bringing the produce — the entire produce if they can, of that river, to 
their city, tliroiiirh a canal navigation, by the way of the borough of York- 
*^* This last circumstance is very peculiarly iuteresting to every Pbiladelphian^ 
and should arouse them all! 



n 

too; for without the accomplishment of this object is it to be con- 
ceived that Philadelphia can long continut- to offer attractions su- 
perior to Baltimore, particularly when every foot of the way, as 
the road now stands, must be paid for on turnpikes to our city, 
while the trader goes free to the other? while he travels from 
Wheeling three hundred and forty miles to this^ and only two 
hundred and seventy to thatP We have a transporting company, 
it is true; but this does not exclude Baltimore from having one 
likewise; and all the other advantages which we now enjoy, of 
better assortment, larger capital, &c. will soon be acquired by that 
city; her locality will then triumph over all our land efforts, — and 
we shall diminish in trade and size daily; perhaps even by a re- 
moval of our western merchants themselves, to swell the capital of 
our rival city: a rival^ however, only so long as we neglect to 
open a water intercourse. 

If this approximation of Baltimore to the Ohio, by the new 
national road, toll free^ does not awaken us to exertions I invite 
the Philadelphians to re-peruse the following advertisements, co- 
pied from a Buffalo paper of May 12th. 

WESTERN LINE. 

Sloop Sappho, captain I. Gillaspie, and five other vessels, will 
sail from New York and Albany every Wednesday and Saturday 
through the season. 

The subscribers, who are connected with some of the most 
respectable establishments in the interior of the state, on lakes 
Ontario and Erie, and at Orleans, are enabled to forward to any 
point, west of Albany, and to Montreal, at prices much below the 
ordinary rates. In particular they guarantee^ that to Detroit and 
Sandusky^ their charges shall in no case exceed four dollars and 
fifty centSj aiid to Pittsburgh six dollars per hundred -weight. 



Smyth and Wendell, 1 r a lu 

o J o ?• oi Albany. 

SaTTERLEES and bELDEN,J •' 



And the other advertisement is by Charles Smyth, who ' guar- 
antees to his customers, that the cost of transporting packages of 
ordinary bulk from New-Tor k to Detroit^ shall in no case exceed 
four dollars and fifty cents, per hundred weight, and that sum 
shall include every charge.' 

From Philadelphia to Pittsburg, the common freight varies 
from six dollars fifty cents, to seven fifty; seldom below the latter; 
but if the water communication is opened, it will fall by that route 
to one dollar fifty cents, or less. 

In order to explain more in detail the means by which we can 
counteract the measures taking by New- York to deprive us of the 
western trade, I will compare the distances between the cities of 
New-York and Philadelphia and Pittsburg. 



e: 
357 miles 


120 




100 




15 


1-2 


65 




109 




766 


1-2 



72 

From Philadelphia to Pittsburg by the Juniata, as stated mi- 
nutely a few pages back, - - 423 miles 

While the distances from New York to Pittsburg are: 
From New York to Geneva 169 miles by land; the 

rest by water, - - 

Geneva to Buffalo, 

Buffalo to Erie or Presqu'isle, •■ 

Portage 15 1-2 miles to French creek, 
Down French creek to Alleghany, 
Down Alleghany to Pittsburg, - - - 



Land travelling by New York route as above, including portage 
at trie, to be converted into water, - - 184 1-2 miles 

Land by Philadelphia route to be converted into 
water, (supposing the cut at Lebanon to be 
only 4 miles, and the portage at the head of the 
Juniata 16, - - - - 20 

Difference in favour of Philadelphia, 164 1-2 

Whole distance from New York, - - 766 1-2 miles 

I)iuo ditto from Philadelphia, - 423 

Difference in favour of Philadelphia, 343 1-2 

New York has another route to Pittsburg through Lake Cha- 
toughque into the Alleghany; but it is several miles longer, and 
Worse water. 

New York, then, cannot rival us to the west. She is, however, 
making gigantic efforts to unite the Atlantic waters with those of 
the great lakes^ which lie to the northwest of us, by the construc- 
tion of a canal 353 miles 29 1-2 chains long,* with an aggregate 
fall from Lake Erie to Albany of 661 feet by 77 locks. The ave- 
rage expense per mile of this stupendous work, is calculated at 
13,800 dollars, which will make the whole cost amount (according 
to the commissioners) to - - - 84,881,738 

But Mr. Sullivan of Boston, who superintended the construc- 
tion of the Middlesex canal, the most perfect work of the kind 
in America, after stating that 27 miles of his canal cost 470,000 
dollars, calculates that 353 miles of the New York canal will, by 
the rule of three, come to - - 6^500,000 

To which he adds, for increase of size and depth of 
water, . - - - - 927,960 

S7,4 27,960 



* OiScial report ot the caaai commissioaers, page b8. 



The state of New- York has coupled with this great worlc, a 
northern canal, which it is supposed will cost about one million of 
dollars. 

For the execution of labours of such magnitude, very large re- 
sources are necessary. It is not sufficient to possess an enterpriz- 
ing spirit; it is not enough to begin with a great bustle and great 
efforts: that spirit and those efforts must be sustained. It is money- 
alone which will keep them in activity, and the enlightened state 
of New- York is well aware of it. Presuming that every Penn- 
sylvanian, who takes an interest in the internal improvement of his 
own state, feels somewhat curious to learn the ways and means 
provided by New-York for the completion of her two canals, I 
will give an abstract of the report upon that subject. 

The annual revenue of that state is now upwards of S924,000, 
and its ordinary expenses about S547,000 leaving a surplus of near 
§400,000 applicable to extraordinary demands on the treasury, and 
to the extinguishment of the state debt. 

It is proposed to borrow on the credit of the state one million 
and a half of dollars, and to appropriate 60,000 dollars of auction 
duties (out of 160,000 which annually accrue from that source) in 
part payment of the interest on that loan. And as they will then 
have to provide only for an annual interest on 4,500,000 dollars; 
(the two canals being estimated by the commissioners to cost about 
6,000,030.) it is intended to raise 270,000 dollars; which is to be 
done as follows: 

1. Interest on sale of unappropriated lands and Indian 
reservations, supposed to be worth two millions 120,000 

2. Revenue on steam-boats, [this is a poll-tax on every 
traveller. I f it be not an unconstitutional imposition, it 

is an extremely odious one] _ - - 30,000 

3. Income from Salt Springs _ _ - 40,000 

4. A revenue from Lotteries _ - . 50,000 



5. Interest on donations of lands, which are estimated 1 -„ „„q 
at a million of dollars* - - - - J ' 

6. Auction duty as mentioned before - - 60,000 



S36OO0O 

This sum will cover the interest upon the whole six millions of 
dollars which will be wanted, and which it is proposed to borrow 
either in Europe or America. 

The finances of Pennsylvania will not lose by a comparison with 
those of New- York. 

The latter has a larger income; but she has many taxes, and 
among others a state tax. 

*■ Many individuals have patrioticallv given lands to tjiis canal-fund. The Hol- 
land company, through iheir agpnt, Paul Busti, ilsq.of P'',ilacioi' hia, save hfslow- 
ed upwards of 100,000 acres upon it, on condition that ilie caual shall be uuished 
in twenty years. 



74 

The former has no state tax, and few taxes of any kind. 

The latter has a large state debt. 

The former has no debt whatever. 

If then New- York has ventured under the pressure of debt and 
taxes, to undertake so vast a work, with how much more facility 
could Pennsylvania execute one (if necessary) of still greater 
magnitude? 

The view taken by the commissioners of the trade present and 
future, between the Hudson and the Lakes is truly magnificent, 
and I cannot deny myself the satisfaction of giving it, as it will 
be, even if realized to the extent here set down^ but a miniature 
picture of the commerce which Philadelphia may expect in her 
intercourse with the lakes and the rivers of the west, should she 
prove true to her interests, and open her way to those vast and 
daily augmenting sources. 

It is stated by the canal commissioners, that the late Mr. Ful- 
ton, from data furnished by the custom-house, calculated the an- 
nual freight on the Hudson at 400,000 tons. And supposed that 
the country bordering on the canal would increase this tonnage to 
one million. 

The present cost of transportation by land, from Buffalo to Al- 
bany, is SlOO per ton; Mr. Fulton thought the canal would reduce 
this to 3 dollars fifty cents. This last sum appears, however, much 
too small; for the toll now paid on the western inland lock navi- 
gation-company, in a distance of only one hundred miles, is five 
dollars and twenty-five cents, besides a considerable duty upon 
vessels. ' The same charge,' continue the commissioners, 'for the 
whole extent of the western canal, a distance of 55Z miles, which 
is now made by that company for less than one third of the dis- 
tance, would in a short time produce the enormous income of 
^5,000,000; but lowering the duty to one dollar a ton, the whole 
expense of this magnificent operation would be defrayed in a few 
years; and an immense revenue would be secured to the state, 
which would enable it to patronize literature and science; to pro- 
mote education, morality, and religion; to encourage agriculture, 
manufactures and commerce, and to establish the interests of hu- 
man improvement upon an imperishable basis, and to an incalcula- 
ble extent.' — 

Surely this fine example will elicit something great from Penn- 
sylvania. New- York is conquering nature by extraordinary efforts 
of art; nature, with us, has left very little for art to do. Let us 
then hope that the rulers of the state, will, at their approaching 
session, adopt some grand system of inland ivater improvement, 
commensurate with the wants and the means of the whole com- 
monwealth; a system which shall extend from the western waters 
and the waters of the lakes to those of the Delaware. Applications 
upon this subject will undoubtedly be made, and urged with ar- 
dour. Government will be called upon with a voice of entreaty 
and earnestness. The inhabitants of the fine counties washed by 



75 

the Susquehanna will represent to it the dangers they encounter at 
the mouth of that river, and the unsettled situation of millions of 
acres for want of a safe route to market; Philadelphia, the parent 
town and only sea-port of the state, so long the leading commer- 
cial city of the union, will, in her petitions for succour, dwell with 
emphasis upon her great, though neglected, natural advantages; 
she will speak of the efforts of her rivals, who threaten to divert 
from her market the great trade of the interior. She will show how 
easily that trade can be brought to her own door; — how much it 
will increase her exports and her tonnage; — what vigour it will 
infuse into her commerce, her ship-building, and her mechanical 
arts. In connexion, too, with her own supplications, she will ask 
the general assembly to consider and alleviate the sufferings of her 
brethren who reside on the Susquehanna, or who possess lands 
there, and with whom Philadelphia has a reciprocity of interest and 
affection, and with whom she is desirous to extend an intercourse 
so necessary to all; she can, in short, predict the commencement of 
a new era whenever the Susquehanna shall mingle its waters with 
those of the Delaware, from which the commonwealth may date a 
course of prosperity surpassing far our accustomed good fortune. 

The legislature will not be deaf to prayers so reasonable. Hav- 
ing already done much, and having the ability to do so much more, 
she will exercise that ability, I doubt not, with wisdom and ce- 
lerity.* 

Before I conclude I must say a few words more upon the lake 
and western commerce. 

It is satisfactory for us to know, that by a few short cuts, per- 
fectly practicable, and some small improvement in the head-waters 
of the interlocking rivers, we can get to the great inland seas and 
rivers of the north west, and west, with expedition and safety; and, 
as relates to lake Erie, our connexion with it is moreover of great 
additional importance, as furnishing at a future day, when the 
western states shall become populous, three or four shorter water 
routes, through those states to the rivers Ohio and Mississippi, 
either by the Sandusky and Scioto, lake Michigan, or the little 
Miami, the Wabash and Illinois rivers; all which waters approach 
either by lateral streams or their sources, to within a few miles of 
each other: indeed it is asserted in a late Ohio newspaper by the 
authority of B. F. Sickney, Indian agent at fort Wayne, that there 
now exists an uninterrupted navigation from lake Erie to some 
one of these rivers; [he does not say which,] and also from lake 
Michigan to the Mississippi, by the Auplain river, which throws 

* It does not become me in this place, to suggest a plan of general improve- 
ment. Some have already been before the public: others will appear, no doubt, 
in due time. But whether a board of commissioners be appointed, or a guaran- 
tee be given to make good, from the public treasury all deficiencies in dividends 
below six per cent, to subscribers for public works, certain it is, that a scheme 
for general improvement is loudly called for, and ans^ously expected of the state 
government. 

L 



re 



part of its waters into the lake, and part into Illinois river. A 
BufFaloe paper mentions the following fact: 

On Tuesday last [some day in July 1818.] the sloop Hannah, 
captain O. Coit, arrived here from Sandusky, with 350 packs of 
furs, belonging to Mr. A. Patterson, of Vincennes, state of Indi- 
ana. They were brought up the Wabash to its head waters^ and 
from thence they were carried across a portage of niiie ?niles^ into 
the head rvaters of the river Mianii^ above fort Wayne^ and thence 
down that river to Sandusky. They have since proceeded to Mon- 
treal ybr a market. 

These furs would have found as good a market at Philadelphia 
by a route of less than one half the distance, if the water com- 
munications, either to Pittsburg or lake Erie had been opened. 

This commerce is already very great, and fast augmenting. As 
an example of the constant and increasing movement on the Mis- 
sissippi and its tributary waters, and of the immediate advantages 
to be derived to us by connecting those waters with the Susque- 
hanna, by means of the Allegheny river, I will state that: 

* 1st. There will be thirty steam-boats this year on the Missis- 
sippi and its tributary streams. jFive hundred and ninety-four 
flat-bottomed boats, and three hundred barges arrived at New-Or- 
leans from the upper country, in the year ending October 1, 1816; 
fifteen hundred flat-bottomed boats and five hundred barges, ditto, 
in the year to October 1, 1817. A large proportion of this came 
from the waters which would be united with the Susquehanna, and 
of course would come to the Philadelphia market. 

2d. More than 2000 rafts, from 2 to 300 arcs, and innumerable 
boats, carrying 200 barrels of flour, or 6 or 700 bushels of wheat 
each, descend the Susquehanna annually, in spite of its present im- 
pediments and dread of the horrible passages below Columbia. If 
the upper impediments were removed, as I have shown they could 
be, with twenty thousand dollars,:}: and a good route made to Phila- 

* List of Steam-Boats trading to New Orleans. 

"J In addition, it 
is said in a Cinci- 
natti paper of the 
14th of August 
last, that the iion 
work and engines 
for 7 steam-boats 
■ are now making 
at the found ery of 
William Green &; 
Co. Those gen- 
to be added tlemen employ 80 
workmen. 2 steam 

boats of 240 toas 

2835 were launched in 

September, 
f Letter from New-Orleans, published in the Boston Fallaiium. 
I See Commissioners' report to the Legislature. 





Tons. 




Tons. 


Vesuvius, 


390 


Ohio, 


364 


^tna, 


360 


Louisiana, 


102 


Orleans, 


324 


Napoleon, 


315 


Washington, 


403 


Franklin, 


131 


Harriet, 


53 






Buffalo, 


246 




912 


Kentucky, 


112 




2835 


Constitution, 
Gov. Shelby, 


112 
106 








3747 


Geo. Madison, 

Vesta, 


123 
203 






Eagle, 


) 


Genl. Jackson, 


242 


Pike, 


\ 


Cincinatti, 


157 


James Monroe, ) 



77 

delphia, the whole of this trade would come to us, and finding here 
a good market, would increase beyond all measure. 

3. Some years ago, I engaged a man at Sheridan's tavern, at the 
then upper ferry, to keep an account of all the articles brought 
down the Schuylkill, in the eleven boats, which plied when the 
waters were high, between Reading and Philadelphia. 

He fulfilled this task satisfactorily, and I published the particu- 
lars at the time. The amount of these articles which consisted of 
flour, whiskey, iron, hats, windsor-chairs, and various etceteras, 
was, for one year, between five and six hundred thousand dollars, cal- 
culated at the market prices. What then will be that amount, when 
the coal is added? when the trade of the west is turned into this 
river? when at Flat Rock alone* the one hundred and forty over- 
shot mill-wheels are at work grinding the wheat from that inex- 
haustible granary, the Susquehanna? This work, without a single 
auxiliary, would double the exports of Philadelphia. But to these 
m:iy be added grist mills, the saw mills, for sawing stone and wood, 
grinding of plaster of paris; cotton manufactories, woollen ditto, 
rolling and slitting mills, for all kinds of iron, copper, brass, and 
other metallic work; factories for spinning flax and hemp, nail 
works, trip hammers for sithes, saw-mill saws, rotatory saws, for 
veneer-boards, mills for turning and boring cannon; works for 
making anchors for ships of war and others; works for manufac- 
turing muskets, swords with turning lathes, grind-stones, &c. mills 
to rasp up and manufacture dye-woods, for boring pump logs and 
other purposes; works for forge hammers, and various other pur- 
poses; oil mills, and cleaning flax,f &c. — All which, can be easily 
accommodated by the vast water power at the disposal of the com- 
pany, along a distance of eighty-five miles, with a fall of four 
hundred and eighty feet, and may employ a capital of one hundred 
millions of dollars, and one hundred thousand workmen. To all 
which, we may further add, besides the coal and other articles al- 
ready enumerated, and ship timber of every kind, the following 
produce: — Oats, barley, beans, grain and pulse of all kinds; cyder 
apples, and fruits of all kinds; salt, salted beef, pork and other 
meats; hides, tallow, beeswax; pot and pearl ashes; tanners' bark 
and ground bark, plaster of Paris; hemp and flax; marble, lime 
poultry, alive and dead, ginseng, cheese, butter, lard, staves,%c. &c. 
And all this can be had at the following cost, even if we have to 
cut a canal the -whole distance J 7-0 m Reading to Middlttouun: 
Mr. Weston's estimate of a canal from the Schuyl- 
kill at Reading to Middletown, to be cut the 
whole seventy miles, - - - 1,200,000 

Estimate across the portage from Juniata to Alle- 
ghany, ..... 120,000 

1,520,000 

* t?t-e reporL of bciiuylkill Navig'ation Company. 

t Many of which are contemplated to be erected upon a much smaller space 
near Boston. , 



78 

Brought over, - - - 1,320,000 

From head %^^ters of French creek to Erie, 15 

miles, - . - . . irOjOOO 

Clearing the Susquehanna as per commis- 
sioners' report last year, - - 20,000 

Ditto head waters of interlocking rivers, 

suppose . - - 50,000 



ro,ooo 

Cutting canal from Tioga to Lake Seneca, as per 

surveyors' report, . . . . 560,000 

S2,l 20,000 



N. B. I say nothing of the Schuylkill expense, because it is 
already provided for. 

Here we want then only about two millions of dollars to open 
all these vast sources of inland commerce! 

But who is to incur this expense? I answer, that if the state 
should decline to contribute towards it; which, however, is not at 
all probable, it will be for the interest of Philadelphia, single- 
handed and alone, to encounter it. This, I hope I have abundantly 
proved; and I will add to what I have already said, that she has 
at hazard a stake sufficiently large, to induce her to undertake it; 
that she has over and over again, the means to accomplish it; and 
that it is of paramount and vital importance to her existence as a 
great city, that she should set about it, without loss of time; that 
by doing so,* she will be making, not only a profitable investment 
to the stockholders of the funds wanted, by procuring for them 
the dividends authorized by law; which are twenty-five per cent, 
but that she will quintuple the size of her town, and be able to 
sustain the present value of every house in it. Her means, her 
wealth and property at stake, I propose to set forth, somewhat in 
detail: and for that purpose, I ask the attention of the reader to 
the following items; all which may be considered as minutely ac- 
curate, except that on merchandize, which alone is conjectural. 

Estimated value of property within the city of Philadelphia, 
liable to taxation, as I'etumed by the assessors for the year 1817 — 
Millions of dollars, - . . . 30,585,947 

Add ten per cent, for commissions for collecting 

and allowance, - . . _ 3,058,594 

g3 3,644,541 
City Tax, 50 cts. per glOO - 168,222 70 

From this deduct abatement, supposed 
to have been made by the city com- 
missioners, _ . - _ 3,410 38 

164,812 3,2 

a ,— . .1. ... K il l . 

* See the laws incorporating Union Canal Company. 



7§ 

Amount brought up, - - - 164,812 S2 
County Tax 35 cts. per SlOO on pro- 
perty valued at g55,418,579 00* - - 193,965 01 
Poor tax, . - - - - 15«,461 35 

S515,238 68 
Now by the following estimate, the coal alone brought down the 

Schuylkill, will annually save to the city and county, nearly the 

whole of this enormous tax, as thus: 

The city and county are supposed to consume annually two hun- 
dred thousand cords of wood, at six dollars, 1,200,000 

Equal at twelve bushels per cord to two millions 
four hundred thousand bushels, which at thirty 
cents per bushel (a very high estimate) - 720,000 

Saving— ^differences - §480,000 
Again. 

The whole of the assessment upon which our city and coimty tax 
is levied, amounts officially as above, to - §55,418,579 

As it is well known that these assessments are made upon pro- 
perty valued at most, at one-half of their market price, I will 
double this sum, in order to come at an estimate of the real es- 
tate in the city and county of Philadelphia, which will be 
thus, §110,837,158 

Add to this, bank stock in the city and county ,f 17,516,000 

128,353,158 
Insurance Stock.t - - - 3,800,000 

132,153,158 



* This includes the valuation of city and county by the assessors. 

-f Commercial bank, . . . Dolls. 1,000,000 

Germantown, ... . . 153,000 

Mechanics, ... ... 534,000 

Northern Liberties, .... 250,000 

Schuylkill, . .... 400,000 

Pennsylvania, .... 2,500,000 

Farmers' and Mechanics', . . 1,250,000 

Philadelphia, . ... 1,800,000 

Bank United States, .... 8,000,000 

Girard's Bank, .... . 800,000 

Bank North America, .... 830,000 

Pollars 17,516,000 

% North America, .... Dolls. 600,000 

Pennsylvania, .... 500,000 

Philadelphia, e ... . 400,000 

Phenix, . . . . . 480,000 

Union, ..... 300,000 

Delaware, . . ... . 200,000 

United States, , . . . 100,000 

Marine, . . . ' , 300,000 

2,880,000 



to 

Amount brought up, _ - - 132,153^158 

Shipping. Philadelphia owned in 1817, ninety-five 
thousand, four hundred and fifty-three tons of 
shipping, which at forty dollars per ton for ves- 
sels fully equipped, will be - - 3,818,120 

Capital in foreign commerce^ merchandize^ furniture^ 
£5fc. It is impossible to do more than conjecture 
upon these points. But if we take into view, 
monies vested in bonds, in public stock, in plate, 
furniture, and especially in merchandize: if we 
consider the number and opulence of our stores 
and shops — the great capital employed in the Chi- 
na, India, and other foreign trade, we might, per- 
haps, with safety carry the aggregate amount of 
th< se objects as high as the real estate; but to be 
within bounds, I place it at only the one-half, 55,271,278 

8191,371,278 



It is true that the state has a concern in our bank-stock, to the 
amount of about 2,100,000 dollars; from which should be deduct- 
ed, however, the proportional interest which the city and county 
of Philadelphia, as a component part of the state, has in this fund; 
but the whole among so many millions is too small an item to 
separate. It is true also that our merchants owe debts upon these 
sums; but debts are likewise due to them. At any rate their debts 
are stakes; they are answerable for them, and must pay them. 

THE PROPERTY AT STAKE, THEN, IN THE CITY 
AND COUNTY OF PHILADELPHIA, AMOUNTS TO 
NEAR TIVO HUNDRED MILLIONS OF DOLLARS! 

Foreign comm*ce, during the golden days of neutrality, and a 
monopoly of the best share of the western trade, have heaped to- 
gether in this small district, so vast a treasure. But our foreign 
commerce is less extensive and less gainful now, and rivals to the 
north and south are about to deprive us of our home trade. We 
must defeat their efforts; we must maintain, protect, and increase 
these riches. We can and will baffle the attempts of our neigh- 
bours. We have a motive in the defence of our property; we have 

AmouMi brought over, .... 2,800,000 

Fire Insurance offices, American and others, and offices for 

insuring lives, ..... 1,000,000 



Dollars 3,880,000 

N- 15- I know that some of these companies have diminished their capitals, by 
buying' in their o^vn stock; but others again have large contingent funds; so that 
the one will balance the other. 



81 

the means in that property itself; and nature points out to us the 
road; — a road, broad, fair, safe, and interminable! If we follow it, 
we shall insure to ourselves, without the possibility of rivalship 
from any quarter, the most brilliant career and highest destiny. 
We may command at one and the same time, the trade of the 
Great lakes — of the Ohio — half the Mississippi — the whole of the 
Missouri — three parts of Pennsylvania, — and one third of New- 
York; — and in such event — an event in train to be realized — we 
shall see the expectations of the great founder of our city fulfilled. 
We shall behold store-houses and commercial streets lining the 
banks of the Schuylkill, and receding east, until they meet those 
of the Delawari , and thus cover the vast area marked out by Penn, 
as the ground-plot of his city of brotherly love. 



APPENDIX. 



[See page 22, New York and Connecticut School appropriations.'] 

By the report of the honourable James Hillhouse, commissioner 
of the school-fund, dated May, 1818, it appears that the exact 
amount of that fund was then, one million six hundred and eight 
thousand, six hundred and seventy -three dollars eighty -nine cents. 

Governor Clinton says in his speech to the legislature of New 
York, last January: 

* The flourishing condition of our higher seminaries of educa- 
iion is a pleasing demonstration of the increasing progress of 
mental improvement, and a powerful incentive to liberal dispen- 
sations of public patronage. Under the auspices of learned and 
enlightened instructors, our colleges are constantly increasing in 
students, and extending in usefulness; and the intermediate semi- 
naries between the common schools and colleges, have also greatly 
diffused the blessings of education. Funds to the amount of 
750,000 dollars, have been granted to the three colleges, and about 
100,00Q dollars to the thirty-eight incorporated academies. While 
this liberality of patronage reflects honour on the state, it cannot 
be too forcibly inculcated, nor too generally understood, that in 
promoting the great interests of moral and intellectual cultivation, 
there can be no prodigality in the application of the public treasure.' 

Virginia has endowed her colleges and schools in the most libe- 
ral manner, and so has North Carolina. 

South Carolina has expended within the last twenty years 200,000 
dollars in buildings and other accommodations for its university, 
and has paid from the public treasury 12,000 dollars annually to- 
wards the support of the instructors. 

In Massachusetts, by a wise provision in the constitution of that 
commonwealth, it is made the duty of the legislature to foster the 
interests of the University at Cambridge. Most liberal grants have 
been made from time to time by the state, and large donations by 
individuals; so that the institution now enjoys an annual income of 
more than forty thousand dollars, principally from permanent funds. 



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